Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been exceptional, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as epic as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been astounding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as extraordinaire as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been outstanding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been outstanding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been outstanding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been amazing, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as epic as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been amazing, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been exceptional, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been outstanding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been awesome, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as exceptional as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been awesome, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been exceptional, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been outstanding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been amazing, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been awesome, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as exceptional as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been exceptional, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been awesome, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as exceptional as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been exceptional, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as amazing as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been amazing, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as epic as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency supplies results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as exceptional as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been extraordinaire, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as extraordinaire as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a fully fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as awesome as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as epic as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a entirely fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been awesome, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a totally fresh formula with displacement diminished to 1.6 liters, a very rigorous limit on the amount of fuel that can be burnt, and a complicated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as astounding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been amazing, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as incredible as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly infrequent.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to produce optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any limitation on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been incredible, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The warmth produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a fully fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a sophisticated system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as outstanding as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has compelled manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a totally fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been astounding, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a entirely fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.
Swan Song of the Formula One V-8
Swan Song of the Formula One V8
The two thousand thirteen Brazilian Grand Prix will be end of the road for the Formula One V8 engine. In fact, it will be the last time you will hear, at least officially, the term “engine.” From two thousand fourteen on, the hybrid component of the fresh turbocharged V6 will be so integral to the car’s spectacle that the powerplants will be referred to as “Power Units.”
The normally aspirated Two.4-liter V8 formula has been in place for the past eight championship seasons. In that time, Renault has won forty percent of the races and propelled Sebastian Vettel to four consecutive driver’s titles.
Stats are as exceptional as the engine’s speed:
Since two thousand seven there has been an FIA-mandated freeze on engine design, which has coerced manufactures to work on optimization and reliability. Teams are limited to eight engines per season and yet failures, once the norm in the sport, have become the exceedingly uncommon.
“In 2006, engines were developed all the time – switching camshafts, pistons, combustion chamber and so on, so it was a downright fresh motor each race” Remi Taffin, head of track operations for Renault F1 tell us. “Now it is much more about fine-tuning; working with mapping, driver torque maps and pedal maps to supply optimal and maximum torque. There are greater gains in being lighter and more fuel efficient, than simply looking for more power, and lately in the way the exhausts and maps have been used. “
If you wondered where spectacle for these engines might be today had specs not been frozen, Taffin offers some tantalizing possibilities:
“There are many things we could have done but couldn’t due to the freeze. For example, we could have run without throttles and generated so much gas that the aerodynamics would be permanently engaged. Without any confinement on development, it is possible we would be at 22,000rpm and eight hundred fifty bhp. The more horsepower you have, the quicker you go, but there are other areas to develop. The cars are much more efficient now, and ultimately efficiency produces results.”
If those results have been epic, engine specs for these “frozen” engines are frankly, spectacular. Stephane Rodriguez, project leader for Renault’s the RS27 engine describes it like this:
The engine produces over seven hundred fifty bhp and top car speed is over three hundred thirty kph – not far off the cruising speed of a private light aircraft. Acceleration from zero – sixty kph can be done in 1.6 seconds, approximately the same as an F16 fighter plane. It can do zero to one hundred km/h (62 mph) in Two.Five seconds, zero to two hundred km/h (124 mph) in Five.1 seconds and zero to three hundred km/h (186 mph) in 12.0 seconds, dependening on aerodynamic setup and gearing. This is notwithstanding a weight of just ninety five kg, less than the weight of a sixty bhp city car engine! The fever produced by the engine is also such that the exhausts of the RS27 will reach up to 1,000°C. To give you an idea of this unimaginable temperature, volcanic lava is inbetween 700°C and 1,200°C! ”
2014 will usher in a downright fresh formula with displacement diminished to 1.6 liters, a very stringent limit on the amount of fuel that can be burnt, and a elaborate system of energy recovery via dual turbochargers. It’s a fresh era where the lessons in efficiency and reliability learned over the past eight seasons will be an invaluable edge for the championship.