Quote:
Originally Posted by S griffin
Keep it simple I say, let the manufacturers build it to the regulations and we’ll see a good formula come of it
|
The concern I have with is that 10:1 compression is too low for a racing engine, 7500rpm rev limit is too low for a racing engine [
Brockie was revving the Holden 308 to 8000+ in the 80's after all], and banning variable timing and direct injection is just silly. Your approach is not completely terrible, but it was VERY unfair that Volvo were given a lot more concessions than Nissan (Volvo were allowed a much smaller bore and much longer stroke than the other engines, which was
much better suited to the low 7500rpm rev limit).
More cutting-edge categories like Japanese SuperGT and Formula One are pushing ahead with turbulent jet injection (and the ultra-lean super-efficient combustion that goes with it), meanwhile Supercars is stuck on port injection and 10:1 compression and (presumably) the horribly poor thermal efficiency that goes with that!
With a "have at it" approach, BMW and Audi spent 80 million euro on just engine development alone for their 2L turbo DTM engines.
Audi 610hp DTM engine:
It's rather ugly isn't it? But it is 85 kg, which is a good ~40 kg lighter than a production-based four cylinder engine... So there's that I guess.
