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Join Shaun, Kristi, and Doug as we make something out of nothing. The week in motorsport was slow because of the holidays, so what better time than now to take a look back at what has happened so far this offseason. The crew breaks down all the information to this point on the two disciplines and projects forward somethings that could be around the corner. Sit back and enjoy the last show of 2010! We will see you next year!
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Hi guys, I know this is the comment section, not the request section. However, if the offseason gets slow at some point, i have a few tech questions for Doug.( #1) The president of marketing for GM said they would implement “direct injection” into their new twin turbo V6 indycar engine. What is direct injection? How does it work? What is the difference between fuel injection, and direct injection? If direct injection is more efficient than fuel injection, does that mean the Chevy engines won’t need to make as many pit stops, as the Lotus and Honda powerplants? Etc…(#2) I don’t understand why the GRE is so industry relevent. I really don’t understand what exactly a GRE is…I know it is a turbo inline 4 cylinder, but who makes it? The aluminatti at the new world order moter company? Anyway, if you have time to address these questions sometime, that would be really awesome. Thanks again, Darren
I will field the GRE and let Doug ruminate on direct fuel injection…….. Yeah, I don’t understand it all that well either, short of what I read on wikipedia.
The GRE is the brainchild of Audi’s Ulrich Baretzky. The idea behind it is to use a common platform for competition with tweaks that specialize the engine for a particular discipline. For example, a 1.6L I4 turbo will be used next year in WRC. WTCC is adopting similar specs, as well as F1 in 2013. Clearly, they won’t all be using the exact same engine, but lets wildly dream that Audi is competing in all 3 series in 2013. Then their development costs are somewhat mitigated by the common platform.
That may be oversimplifying it though since preliminary info on 2013 f1 specs call for 600HP @12000 RPM to be generated by the engine, with an additional ~150 HP to be generated by energy recovery. I’m not sure what power they expect from WRC machines next year, but it wont be 600HP unless it is Gymkhana edition or tackling Pike’s Peak. Same with WTCC. But the goal is to not only use these engines in top tier, but also in feeder series. Just detune the engine quite a bit to adapt the power level to the class it is racing in.
All in all, a pretty ambitious goal. The next few years will be interesting to see as GRE’s become common and we see if the projected cost savings for manufacturers are realized.
As for the Delta Wing and their talk of using a GRE…. technically, there was nothing at all wrong with that. They projected they would need a 300-350HP engine to attain the same performance level that we currently have in IndyCar which they said theoretically could come from a GRE. They also tried to make a big deal about how all these manufacturers were embracing GRE’s so IndyCar was wrong to not pick their car….. (straw man). In the end, the Delta Wing was not picked because it was a startup company with a foam model, an unproven concept and some talented engineers, but little else in the way of manufacturer interest or manufacturing capabilities. Whether it was powered by a GRE or a hamster wheel was immaterial to the discussion unless Chevy or Ford said they were onboard as an engine partner for it.
In short, the difference between the more common types of indirect fuel injection and direct fuel injection is where in the system the fuel is introduced. The systems common to automotive engines now are typically multi-point injection systems where fuel is injected into the intake air stream right before the intake valve. Thus the injector is protected from the heat and pressures that exist within the actual cylinder. A direct injection system supplies fuel at extremely high pressures directly into the cylinder. The injector is subjected to a much harsher environment and therefore must be made more robustly than its direct injection counterparts, but by precise timing and regulation of the fuel injection rate, one can achieve a much more efficient burning of the available fuel resulting in the often mutually exclusive benefit of more power and more efficiency. With a more complete burning, there’s also less nitrate emissions. It does cost a bit more, but those costs are coming down and the benefits to the consumer, and subsequent demand, are typically enough to offset the additional costs. I think you’re likely to see a significant influx of gasoline direct injection engines hitting the market in 2012 model year and beyond.
Thanks guys. Excellent! I faintly remember a discussion about a Gordon Kirby interview with Ulrich Baretzky, where he criticized the INDYCAR series for allowing 2.6l V6 engines to compete in 2012. Declaring only Honda would be interested in building one. It appears he was wrong. 🙂 Direct fuel injection sounds freaking awesome. Technology in INDYCAR? More efficient, more power, and less emissions. I have to go buy stock. Later, Darren
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