Renault reveals 2014 F1 engine

2014 F1 season

Renault 2014 F1 engine launchRenault have revealed the engine which their teams will use during the 2014 F1 season.

The 2014 season will see teams ditch the existing 2.4-litre V8 normally-aspirated engines for new 1.6-litre V6s with sophisticated energy recovery technologies.

President of Renault Sport F1 Jean-Michel Jalinier introduced the new power unit, named Energy F1: “From next year, one of greatest challenges in F1 will be to maximise energy efficiency and fuel economy while maintaining the power output and performance expected of F1 cars.”

“Renault has pioneered this technology in its road car engine range with the Energy series. Naming the power unit Energy F1 creates an unbroken range, from the Clio through to our competition department.”

Renault engines have powered the world championship-winners for the last three seasons. They will continue to supply reigning champions Red Bull next year as well as Toro Rosso.

The complete engine unit for 2014 will be heavier than the current design, as director of programmes and customer support Axel Plasse explained:

“The current V8 is 95kg, 100kg if you add the weight of the MGU. This increases to 120kg when you include the ancillary parts, such as the radiators and other cooling devices. With the 2014 power unit, the V6 turbocharged engine will be a minimum of 145kg, plus 35kg for the battery. At 180kg, this is a 80% increase over the current units, plus a further 20kg for the ancillaries such as the intercooler and other radiators.

In response to speculation over how the new engines will sound, Renault have released an audio clip of theirs being revved. Deputy managing director (technical) said the engine will retain an appealling sound: “The sound of the engine is the sum of three principal components, exhaust, intake and mechanical noise. On fired engines, exhaust noise dominates, but the other two sources are not trivial and would be loud if the exhaust noise was suppressed and contribute to the perceived sound of the engines in the car.

Renault Energy F1, 2014 F1 engine“All three sources are still present on the V6. At the outset, there is more energy in each combustion event but there are fewer cylinders turning at lower speed and both intake and exhaust noise are attenuated by the turbo. Overall, the sound pressure level (so the perceived volume) is lower and the nature of the sound reflects the new architecture.

“The car will still accelerate and decelerate rapidly, with instant gearshifts. The engines remain high revving, ultra high output competition engines. Fundamentally the engine noise will still be loud. It will wake you from sleep, and circuit neighbours will still complain. The engine noise is just a turbocharged noise rather than a normally aspirated noise: you can just hear the turbo when the driver lifts off the throttle and the engine speed drops.

“I am sure some people will be nostalgic for the sound of engines from previous eras, including the preceding V8, but the sound of the new generation power units is just different. It?óÔéĽÔäós like asking whether you like Motorhead or AC/DC. Ultimately it is a matter of personal taste. Both in concert are still pretty loud.”

2013 and 2014 Renault F1 engines compared

RS27 (2013) Energy F1 (2014)
Engine
Displacement 2.4 litres 1.6 litres
Rev limit 18,000rpm 15,000rpm
Pressure charging Normally aspirated, pressure charging is forbidden Single turbocharger, unlimited boost pressure (typical maximum 3.5 bar abs due to fuel flow limit)
Fuel flow limit Unlimited, but typically 170kg/h 100kg/h (-40%)
Permitted Fuel quantity per race Unlimited, but typically 160kg 100kg (-35%)
Configuration 90?é?? V8 90?é?? V6
Number of cylinders 8 6
Bore Max 98mm 80mm
Stroke Not regulated 53mm
Crank height Min 58mm 90mm
Number of valves 4 per cylinder: 32 4 per cylinder: 24
Exhausts Twin exhaust outlets, one per bank of cylinders Single exhaust outlet, from turbine on car centre line
Fuel Indirect fuel injection Direct fuel injection
Number of power units permitted per driver per year 8 5
Energy recovery systems
MGU-K rpm Unlimited (38,000 rpm) Max 50,000 rpm
MGU-K power Max 60kW Max 120kW
Energy recovered by MGU-K Max 0.4 MJ/lap Max 2MJ/lap
Energy released by MGU-K Max 0.4MJ/lap Max 4MJ/lap
MGU-H rpm >100,000rpm
Energy recovered by MGU-H Unlimited (> 2MJ/lap)

2014 F1 season


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94 comments on Renault reveals 2014 F1 engine

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  1. AdrianS said on 21st June 2013, 12:25

    Anyone wanna take an educated guess of the torque figure? I’d love to know!

  2. So when do we get to hear it?

  3. Kiril Varbanov (@kiril-varbanov) said on 21st June 2013, 12:28

    Some notes and news: a colleague from BBC TopGear has already heard the Merc V6 sound, and said that nobody is going to be disappointing, but take into account that it will just be different.
    Some fundamental math about sound:

    A while ago I made an analysis from Vettel’s lap from Monza – the result was 1200 Hz at full rev (18,000 RPM). The math is simple: 18,0000 rpm are 300 rps per cylinder, with 4 stroke engine = 150 ignitions per second, x 8 cyl = 1200 ignitions per second (1200 Hz.) Note that both exhaust pipes’ sound interlace.
    The race revs that we’re likely to see are around 13,000 (my average guesstimate), which would mean, following the math from before = 750 Hz. That’s not really bad at all, still, it won’t be V12, we better forget about them being reintroduced.
    The 4 cylinder would have been awful, however.

    Full graph analysis with audio evidence is likely to be presented here, if there’s a room for that.

    • andae23 (@andae23) said on 21st June 2013, 12:38

      Full graph analysis with audio evidence is likely to be presented here, if there’s a room for that.

      Would love to see that!

    • montreal95 (@montreal95) said on 21st June 2013, 14:52

      @kiril-varbanov Thanks! One question though :why do you take the13k rpm figure? As you take the 18k for the V8 you should take the 15k for theV6, no?

      • Roald (@roald) said on 21st June 2013, 15:59

        @montreal95 The rev limit is 15.000 rpm, but thanks to the fuel flow limit these engines won’t rev that high. They’ll be in the range between 10.000 and 12.500.

        • Grosjean's smile (@testacorsa) said on 21st June 2013, 16:56

          Hopefully that is not true! The more revs the better sound!!

        • montreal95 (@montreal95) said on 21st June 2013, 18:18

          @roald But isnt it possible to use the full 15k limit on a single qualifying lap for example? Please forgive my lack of technical understanding

          • Mike (@mike) said on 22nd June 2013, 3:59

            @montreal95

            Basically, what the fuel flow limit is, is regulating how much fuel can be sent into the engine at any one time.

            So, unfortunately, the teams won’t be able to exceed this limit, which means because they can’t put more fuel into the engine, they won’t be able to reach 15k revs.

            Of course I’m sure they’ll be an uproar when someone works out how to get around it.

          • DavidS (@davids) said on 22nd June 2013, 4:59

            The maximum RPM possible has nothing to do with the fuel flow rate. An engine can still rev to 15,000rpm with much less than maximum fuel flow.

            RPM is directly related to road speed, as the engine is directly connected to the road when the car is in gear. If they didn’t use the top 2000rpm of the allowed rev range, they would be much slower on the straights. The top range of engines (particularly turbo engines) is where the most power is produced, so there is a major performance loss if they short shift at say 13,000pm.

            The fuel flow limit basically governs how much power the engine can produce. Fuel requires a certain proportion of air to be mixed with it in order to combust. The ratio of air to fuel is called “mix” by the teams, so when they adjust mix settings, they are adjusting this. A mixture with a higher than optimal proportion of air is “lean,” and a higher than optimal proportion of fuel is called “rich.” When teams are in fuel saving mode, they run the engine lean.

            With forced induction (turbos) the teams can control how much air is intaking. This is controlled by regulating the pressure the turbo produces, and is called boost. More pressure = more air = more fuel (to achieve a certain mix) = more power. Less pressure = less air = less fuel (otherwise the engine would be running rich) = less fuel consumption and less power.

            The reason he gave 13,000rpm as an average RPM is because the cars are not at their full RPM all the time. If the limit is 15000, and the next highest gear drops the engine speed back to 11000, the average of those two is 13000.
            You only ever hear an F1 engine close to the RPM limit for any significant length of time when they are in 7th gear approaching the end of a straight. When they hit 15,000rpm, a limiter cuts in and cuts ignition, which means no combustion, which makes no power, which makes the engine speed drop back to below the RPM limit. This flicks on and off much more rapidly than a road car, and it makes a somewhat ugly noise.

            /wall of text

  4. karter22 (@karter22) said on 21st June 2013, 12:30

    Finally we see what they are going to look like! It looks very mean! I likes!

  5. joeyzf1 (@jzformulaone) said on 21st June 2013, 12:33

    It’s always good to see F1 become a greener sport. :)

  6. James (@jaymz) said on 21st June 2013, 12:34

    One exhaust outlet might be a big challenge to get downforce from?

    • Ryan Fairweather said on 21st June 2013, 12:36

      That was the point in the single exhaust outlet. To stop the teams clawing down force from it. I think the rules even state the outlet must be behind the axle centreline to reduce any influence on the diffuser. It cannot influence the beam wing as it will no longer exist next year.

      • James (@jaymz) said on 21st June 2013, 12:46

        Ah I see. Better late than never I guess and it would cost a lot, again, to develop into what it was like before if it had 2 outlets in similar positions. But it will no doubt be developed anyway.

    • Julian (@julian) said on 21st June 2013, 12:40

      If I’m not mistaken the 2014 regs essentially make it impossible to use the exhaust as a means to generate downforce. At the very least they are aimed at making it impossible.

    • DavidS (@davids) said on 22nd June 2013, 8:16

      Article 5.8.2 of the technical regulations states that there must be “no more than two outlets”
      So, that basically means two exhausts.

      They haven’t included the exhaust pipes in the photos, and as there is only one turbo permitted by regs, only one pipe can come from the turbine. It doesn’t rule out the exhaust being split and ejected on both sides of the car.

      • BasCB (@bascb) said on 23rd June 2013, 13:06

        I htink other rules forbid that an exhaust is split later. Not to mention that with the Turbo taking much of the energy out of the exhaust flow, there will be far less use from it, even if one would succeed to guide it towards the diffusor.

  7. Merv (@) said on 21st June 2013, 12:37

    That’s quite an impressive intercooler!

    The pictures show energy recovery components, I thought the teams were building their own. Do they have a choice to take or leave the engine manufacturers units?

  8. Fer no.65 (@fer-no65) said on 21st June 2013, 12:44

    Having been born and raised during the V10 era, it’ll be hard to match that. I’ve heard that audio preview and… well… it’s different. Vacuum cleaner-like.

    At least Gran Turismo sounds will be accurate now… :P

    • VoiseyS (@voisey) said on 21st June 2013, 13:00

      It sounds like a GP3 car. I am going to give the clip the benefit of the doubt with regards to the quality of the sound card on my laptop not reproducing the sounds correctly, but it’s a long way away from the “rumble” of a V8 engine :(

      • Fer no.65 (@fer-no65) said on 21st June 2013, 15:27

        @voisey V8s already sound rubbish for me.

        • Grosjean's smile (@testacorsa) said on 21st June 2013, 16:46

          I agree. The V8’s are boring. The power delivery is too linear, and they sound so restricted with the 18000 rpm limit. At least the 2014 engines will be a handful to tame, considering the turbo torque. It will take a lot of throttle control, so in my opinion 2014 has the potential to show the talent of the drivers a lot more.

      • Diego (@ironcito) said on 21st June 2013, 16:35

        I have a pretty decent sound system on my desktop. It does sound a lot closer to a road car. What I don’t like is that the pitch is sort of medium tone. It’s not the high-pitched scream of past F1 engines, nor is it the low-pitched roar of something like a muscle car.

        • Grosjean's smile (@testacorsa) said on 21st June 2013, 16:51

          Well it’s hard to say what conditions we hear that engine in. To me it sounds like it’s just revving with no load. I think it will sound a lot more evil, when it is on the test bench, or in the car, and it’s ears are twisted to tha maximum ;)

  9. Dizzy said on 21st June 2013, 13:00

    I like the way that sounds.

  10. Tyler (@tdog) said on 21st June 2013, 13:07

    Brilliant. “Green” technology delivering an 80% weight increase, at double the cost, and sounds like a vacuum cleaner f@rting. What’s not to like?

    • MSG said on 21st June 2013, 13:25

      That’s exactly what I thought.It won’t sound the same or interesting on track.We can only pray now that this thing won’t be too slow on track.

    • vaidas (@vecho) said on 21st June 2013, 13:29

      Yeah f1, the pinnicle of motorsport, should stick to 20 years old technology, because it sounds better. Like you logic bro

      • gwenouille (@gwenouille) said on 21st June 2013, 15:20

        Not convinced it sounds better neither… I like lower pitched motor sounds too.

      • Cristian (@theseeker) said on 21st June 2013, 16:31

        Still…what would be wrong with some V12’s from 2013 :(?

        • Nick (@npf1) said on 22nd June 2013, 0:30

          Not a lot of car manufacturers are still making V12 engines for their cars. I remember reading an article, unrelated to the F1 rules change, which stated most car manufacturers are focusing their development on small engines with a powerful Turbo, or Hybrid/Electronic. I’m not against the latter in production or even supercars, but I think the technology isn’t advanced enough for F1.

          As much as I’d like to see a more open engine format, I think costs (initial development costs aside) and road-relevance are major factors in F1 engines today.

          • MagillaGorilla (@magillagorilla) said on 24th June 2013, 9:26

            @npf1 Well out of the big 3 engine providers, two of them make V12s. Mercedes and Ferrari, but you are correct most manufactures are trying to stay lower in engine size.

  11. vaidas (@vecho) said on 21st June 2013, 13:32

    F1 needed new engines badly, can’t wait to see them in racing. For me v8 sound was awesome, but after so many years with them i like the change. Of course nothing will sound as good as v10 (except ferrari v12 :D) but unfortunately this is the price for progress.

  12. Ciaran (@ciaran) said on 21st June 2013, 13:39

    I went onto Youtube looking for old F1 turbo sounds, and this 2014 engine sounds awfully similar to their 1980s version http://www.youtube.com/watch?v=Id3wmT0UrMk

  13. mantresx (@mantresx) said on 21st June 2013, 13:53

    As an engineer myself I’m very excited of the new engine formula, to see how different manufacturers will solve the same problems and how drivers manage to get the most out of them.

    But I can’t help but think that F1 is missing something by restricting the regulations this much, also putting an engine freeze means that subsequent cars will be going faster because of aerodynamics not because of the engine, something irrelevant to the general public.

  14. Ripudaman (@ripudaman07z) said on 21st June 2013, 14:46

    Why the hell is it so heavy??!! An 80% weight increase is crazy!! And what is the minimum weight requirement of the car with the driver in 2014??

  15. mrjlr93 (@mrjlr93) said on 21st June 2013, 15:00

    Its a very flat sound it doesn’t have the high pitch sound people have been use to. we have to remember that this is just Renault’s engine and Ferrari and Mercedes engines could sound completely different.

    • Merv (@) said on 22nd June 2013, 0:09

      With bore, stroke, “V” angle, number of exhausts, max rpm’s, boost pressure etc. all being produced to a set of regulations; it’s extremely likely that they are all going to sound quite similar.

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