Used Cars Under 6000 – Starting a modern Formula 1 hybrid turbo engine is not too complicated but requires a lot of people and follows very strict procedures. Motorsport.com talks about starting a Formula 1 engine with Bob Bell, a technical advisor at the Renault Sport F1 Team. Because of the very tight tolerance, cold F1 engines cannot be started without any preparation.
“Starting a machine is not too complicated. We have to make sure we have the right people to check the telemetry of the car so as to see if it is doing the right thing, “Bob Bell told Motorsport.com. “This certainly requires more people than before when we only had acetone bottles and compressed air bottles.”
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Everything starts with gradual heating of the engine block, gearbox, radiator and additions to their operating temperature.
“We need a pre-heating machine to get close to its operating temperature,” Bell explained. “We can do it with a preheating system, like hot water circulation in blocks. The heating system is placed next to the car and connected to the cooling circuit. ”
After the engine reaches the desired temperature, one mechanic turns on the electric starter several times with the engine off to circulate the oil in the block, and brings the fuel circuit and cooling to the desired working pressure.
When finished, the power is turned on, the starter is turned on and the engine turns on. The sensor sends temperature, pressure, position and speed data to the laptop connected to the car.
“The thing we have to be very careful about is to bring it to the right temperature, and ensure that when running at low rpm and idling that it does the right thing as we expect, that it behaves correctly. Then, the computer launches a program that will automatically heat up the engine by reversing it in a predetermined order, “Bell added.
“After the engine is running, we have to allow hydraulic heating, because things like power steering, wire-brakes don’t function properly unless they run at operating temperatures. We then have to do a shift check with the gearbox to make sure that it changes the gear correctly, check whether the clutch is activated correctly, and more, “he explained.
Bell then stated that hydraulic circuits are an important component of the car.
“We use a shared hydraulic system, so there is only one hydraulic system in the car,” he said.
“But then, the chassis side of the hydraulics is sensitive to contamination rather than the hydraulics that control the engine. What we do to filter fluids and keep them with aerospace standards, like what you would expect from a modern airplane. And that is very important because it doesn’t need much to stop the F1 car from running well. ”
The British engineer added that it was quite easy to damage the modern F1 engine.
“What you should not do is let it run too long without air passing through the radiator, especially if the car stops on the track. It’s only about a minute or so before you experience a big problem. ”
Because every driver must take part in an entire F1 season with only three engines, the emphasis is (obviously) using reliability. “We target a durability cycle of 7,000 km for each engine,” Bell admitted.
“That would be ideal. However, if you can turn on the engine for just under 6,000 km, that’s pretty good. We set the above target to give us a margin, and obviously that is not much in the condition of the road car engine. Surprisingly difficult to make the machine consistently live with that life cycle.
“We have so few machines now, not only are they on the track but also to save money, we don’t want to have to build more machines that we have to test on the dyno. We don’t have a very large statistical sample size to reliably measure engine life. “
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