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The 2011 Hungarian Grand Prix will be a race of anniversaries, including 100 Grands Prix for MERCEDES GP PETRONAS driver Nico Rosberg and 200 for the Mercedes-powered 2009 World Champion Jenson Button. But it will also mark a technological milestone for the sport, as the 2.4 litre V8 engine, competes in its 100th race. Here’s a summary of what the engine has achieved since its very first appearance at the 2006 Bahrain Grand Prix…
What has been the history of the 2.4 litre V8 engine since it was introduced in 2006?
Although the engine architecture and capacity has remained the same for the past five and a half seasons, the V8 engine has been operated under a wide variety of regulations. In 2006, development was free, although the engine had to last for two race weekends. For 2007, the engine was homologated (the start of the ‘frozen’ era) and had to last for two race weekends only including Saturday and Sunday - teams were free to use a different engine on Friday, to encourage them to run during practice, and ran to a maximum rev limit of 19,000 rpm. These rules remained in force for the 2008 season. Since the start of 2009, each driver has been able to call on a pool of eight engines for the entire season, and the maximum engine speed has been fixed at 18,000 rpm. In both the 2009 and 2011 seasons, the engine was also adapted to incorporate the KERS hybrid system.
What are the basic specifications of the engine?
The 2011 engine is codenamed FO108Y and is designed and developed by Mercedes-Benz HighPerformanceEngines in Brixworth, UK. It has a maximum capacity of 2.4 litres, while its architecture is fixed at eight cylinders in a ‘V’ configuration, with a bank angle of 90 degrees. The engine’s minimum weight is fixed by regulation at 95 kg, and it develops over 750 bhp.
How much mileage does the V8 engine now do?
Since the start of the 2006 season, the Mercedes-Benz V8 engine has completed a total of 102,427 race kilometres – 89% of the possible total. Under the 2006 rules, each individual engine had a life of around 1,000 km, while each engine now completes approximately 2,000 km.
How many wins has the Mercedes-Benz V8 engine taken?
The most successful season for the engine was in 2009, when it took a total of 10 race wins (59% of the season total), 10 pole positions and five fastest laps – as well as both the Drivers’ and Constructors’ Championships. The least successful season was in 2006, when the engine won no races. Since the engine was homologated for the start of the 2007 season, it has taken a total of 32 wins from 81 races - a winning percentage of 40%.
What other statistics has the engine accumulated?
In its 99 races so far, the engine has achieved 30 pole positions, 25 fastest laps and a total of 94 podium finishes with four teams - MERCEDES GP PETRONAS, McLaren-Mercedes, Brawn GP and Force India.
Has the engine achieved any particular milestones?
The Mercedes-Benz V8 was the first engine to score three race wins with one engine: in 2009, Jenson Button used engine FW049-01 to win races in Bahrain, Spain and Monaco. The unit went on to be used for Friday practice in Germany and Hungary, accumulating a total of 2,016 km. It also scored two pole positions (Spain and Monaco) and spent 72% of its racing laps in the lead. In the same season, engine FW058-01, used by Lewis Hamilton, also became the first hybrid-equipped engine in Formula One history to win a race, at the Hungarian Grand Prix.
* Official photos and details courtesy of MERCEDES GP PETRONAS *
Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.
OFFICIAL PRESS RELEASE
Lausitzring, Germany, Jun 19, 2011
• Bruno Spengler (Mercedes-Benz Bank AMG C-Class) finished in third place to secure his third podium of the season at the fourth DTM race at the Lausitzring
• Spengler is now second in the championship, one point behind behind new leader Martin Tomczyk (Audi).
• Five Mercedes-Benz drivers in the Top Ten
Bruno Spengler (Mercedes-Benz Bank AMG C-Class) was the top-placed Mercedes-Benz driver in third position at the fourth race of the season, held at the Lausitzring circuit. After securing victory at the season opener at Hockenheim and second place in Zandvoort, it’s the third podium of the season for the Canadian driver.
Five AMG Mercedes C-Class drivers finished in the Top Ten: After 52 laps, Gary Paffett (THOMAS SABO AMG Mercedes C-Class) came home in fourth place behind Spengler. Jamie Green (AMG Mercedes C-Class), Christian Vietoris (Junge Sterne AMG Mercedes C-Class) and Maro Engel (GQ AMG Mercedes C-Class) finished in positions six, nine and ten. DTM rookie Vietoris’ ninth place was his best ever DTM result.
Ralf Schumacher (Salzgitter AMG Mercedes C-Class) improved on his starting position of 17th to finish twelfth. David Coulthard (Deutsche Post AMG Mercedes C-Class) and Renger van der Zande (stern AMG Mercedes C-Class) came 13th and 14th respectively. Susie Stoddart (TV Spielfilm AMG Mercedes C-Class) was unable to start because of a technical problem.
Across the race weekend (Friday, Saturday and Sunday), a total of 63,000 spectators visited the Lausitzring circuit to watch the DTM race.
Race summary
The start: Bruno Spengler is on pole for the tenth time in his DTM career, and defends his lead. Jamie Green runs in second place, Gary Paffett moves up one place and ends the first lap in fourth. Maro Engel moves up four places to P12. Susie Stoddart had technical problems before the start and is not competing.
Lap 2: Martin Tomczyk (Audi) overtakes Green in the battle for second place. Spengler maintains his lead of 2.4 seconds.
Lap 8: Three Mercedes-Benz drivers in the top 4: Spengler still leads from Tomczyk, with Green and Gary Paffett behind them in P3 and P4.
Lap 10: David Coulthard and Ralf Schumacher move up after overtaking Edoardo Mortara (Audi) and go into P13 and P14 respectively.
Lap 13: The pit stop window is open and Paffett is the first Mercedes-Benz driver to come into the pit lane. Christian Vietoris also pits for fresh tyres.
Lap 14: Coulthard pits for his first mandatory stop.
Lap 15: Spengler comes in for his first mandatory stop in the lead. He goes back out in tenth place. Jamie Green pulls into the pits, emerging ahead of Paffett.
Lap 22: Ralf Schumacher in third place comes in for his first pit stop. Spengler, Paffett and Green are in P3, 4 and 5.
Lap 26: Maro Engel is the first Mercedes-Benz driver to complete his second mandatory pit stop. Vietoris also comes in for his second stop.
Lap 27: Renger van der Zande pits for the second time.
Lap 30: Second mandatory pit stop for Paffett. He reemerges in P6.
Lap 32: Spengler pits for a second time and emerges in fifth place.
Lap 33: Second and final pit stop for Schumacher.
Lap 42: Green overtakes Miguel Molina (Audi) and moves up into fifth place.
Final lap (Lap 52): After 52 laps and a total distance of 180.856 km, Bruno Spengler is the best-placed Mercedes-Benz driver, taking the third podium spot. Gary Paffett is fourth and Jamie Green secures sixth place. Christian Vietoris and Maro Engel complete the Top 10.
Comments after the race:
Bruno Spengler (Mercedes-Benz Bank AMG C-Class) – Third:
“You can’t really be disappointed if you get onto the podium in such a hotly contested racing series as DTM - especially when it’s such a close race as we’ve had here at the Lausitzring. Martin Tomczyk put in a magnificent performance today to take a well deserved victory. At the same time, though, we’ve banked six valuable championship points. We’re intending to hit back in the next race at the Norisring, and I’m already looking forward to that.”
Gary Paffett (THOMAS SABO AMG Mercedes C-Class) – Fourth:
“I'm relatively happy with my result. Thanks to making a good start, I moved up one position, moving into fourth place. After a great pit stop, I was even able to pass Jamie. Throughout the race, my speed was a match for Bruno’s, who finished on the podium.”
Jamie Green (AMG Mercedes C-Class) – Sixth:
“After my second place in qualifying, I'm not pleased with sixth place. I lacked the necessary pace in the race. I also had some bad luck as a result of pit stops, dropping a couple of positions.”
Christian Vietoris (Junge Sterne AMG Mercedes C-Class) – Ninth:
“Ninth place is a good result for me. However, I am a little disappointed, because my first DTM point was within reach. Unfortunately, I dropped down a few places on the first lap, but managed to move back up during the race. We are on the right track.”
Maro Engel (GQ AMG Mercedes C-Class) – Tenth:
“Tenth place, after starting in 16th position is not too bad a result. Unfortunately, the weekend didn’t run entirely smoothly for us, and we couldn’t find our usual speed - in the next race at the Norisring, we want to regain our form from earlier this season.”
Ralf Schumacher (Salzgitter AMG Mercedes C-Class) – Twelfth:
“I'm not happy with twelfth, but at least the race itself went better than the rest of the weekend. The second stint was really fun and my C-Class ran really well. I lost a little time on the first stint perhaps, but not much more was possible today.”
David Coulthard (Deutsche Post AMG Mercedes C-Class) – 13th:
“Unfortunately, I had problems with the car’s balance and couldn’t find my rhythm in the race. It was impossible for me to do better than P13. It was just not meant to be today.”
Renger van der Zande (stern AMG Mercedes C-Class) – 14th:
“I lost several positions right at the start. I got the impression that I was nudged by several other cars. I was short on speed during the race, but I’m also taking a few positives from it, namely that I’ve put in a fair few kilometres today and gained more DTM experience. I think I’ve familiarised myself with the car now and feel sure that I’ll soon be scoring better results.”
Susie Stoddart (TV Spielfilm AMG Mercedes C-Class) – retired:
“Today was just bad luck. My C-Class was running great this weekend, and we were really fast. Unfortunately, I started losing brake fluid. My mechanics did everything they could, but they weren’t finished in time for the start. That's part of racing, so now I’ll just have to focus on the next race at the Norisring.”
Norbert Haug, Vice-President, Mercedes-Benz Motorsport:
“Unfortunately, all good things come to an end. After five successive victories and nine P1 finishes in eleven races at the Lausitzring, we didn’t have the speed to win today. Our race setup certainly wasn’t optimum today. We intend to correct that in time for the Norisring in two weeks. Congratulations to Martin Tomczyk and Phoenix-Audi on an excellent performance.”
Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.
OFFICIAL PRESS RELEASE
Stuttgart/Brackley, Germany/United Kingdom, Jun 07, 2011
It may sound counter-intuitive but being quick in Formula One isn’t just about going fast - stopping well is also a major part of the equation. Montreal’s Circuit Gilles Villeneuve features seven braking events in all, of which six are considered to be ‘heavy’ and four involve braking from over 295 kph. It amounts to one of the toughest circuits of the year for the brakes. Getting the braking system right for Montreal involves fitting revised air ducts to optimise the cooling, and using different materials to ensure consistent performance for each one of the race’s 70 laps. It’s no small challenge…
How severe a test is Montreal for the brakes?
The energy input to the brakes is roughly double that measured in Spa. At both circuits, the drivers spend around 15 seconds of the total lap time braking; in Montreal this accounts for 20% of the lap spent on the brakes, while in Spa it only represents 14%.
Where is the heaviest braking event on the circuit?
The biggest single braking event comes at Turn 10, where the cars must slow from 295 kph to just 60 kph for the corner apex. The cars shed 235 kph in a distance of just 140m. When deceleration is at its greatest, the drivers are subjected to peak forces of some 5.5G.
How hard are the drivers working in the cockpit under braking?
The force the drivers exert on the pedal is approximately 2000 newtons – that’s equivalent to lifting 200 kg. The theoretical stopping distance of a Formula One car from 300 kph to zero is approximately 135 metres in a straight line, but varies according to drag levels and tyre grip.
What temperatures do the brakes reach?
Peak temperatures during a braking event don’t occur when maximum force is applied, but later during the braking phase owing to heat transfer rates. The discs can reach up to 1000°C while caliper temperatures stabilise at around 200°C.
What parts of the braking system are altered for a heavy braking circuit like Montreal?
The thickness and diameter of the brake discs is limited by the regulations to 28mm and 278mm respectively. The brake material – the type of carbon disc and pad – is changed between high and low severity circuits to provide the necessary durability. Large brake ducts are used in order to achieve adequate cooling; these large ducts cost around 0.2s compared to the smallest versions run during the year.
What is a typical brake balance at Montreal?
A typical figure is a front to rear brake force distribution of approximately 55% front/45% rear. However, this changes with KERS, which provides significant torque to the rear axle under braking. This means the drivers must run the brake balance even further forward to prevent the rear tyres from locking.
How will the DRS zones, and the resultant higher straightline speeds, affect the braking demands?
Braking energy inputs will be slightly increased when the DRS is activated. However, this will be highly dependent on how often it is activated during the race, and with what fuel load. Its impact will be greater on higher fuel loads.
* Official photo and report courtesy of MERCEDES GP PETRONAS *
Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.
OFFICIAL PRESS RELEASE
Stuttgart/Brackley, Germany/United Kingdom, May 24, 2011
In times past, Formula One drivers negotiated the Circuit de Monaco practically one-handed, their right palms rubbed raw by the thousands of gear changes required during up to 100 laps of the tortuous track in the Principality. Today’s drivers may have a slightly easier time of it, in that they can at least keep both hands on the wheel, but those hands are also significantly busier in 2011. The modern Formula One steering wheel also fulfils the function of dashboard, gear lever and clutch pedal, and the drivers have up to 32 individual controls that can be adjusted. With the increased in-cockpit workload for 2011 generated by KERS and the DRS, Monaco will present an even greater challenge for the drivers aiming to extract every last ounce of performance.
We are used to seeing the drivers’ hands as a blur in Monaco as they make constant corrections to the car. How many steering inputs are made per lap?
The steering wheel is in almost constant motion in Monaco – from major steering inputs for tight corners to the tiny corrections that they are making all the time. At the hairpin, for example, the wheel is turned through more than 180 degrees, and special front suspension is needed to generate the required turning circle. The circuit comprises 19 numbered corners but the drivers make a significant change to the steering angle approximately 130 times per lap.
How much of the lap is spent with no steering input?
The wheel is relatively centred for around ten seconds per lap – which equates to 13.5 per cent of last year’s pole time.
How has the pole position speed evolved over the past decades?
In 1980, Didier Pironi’s pole lap was set at an average speed of 140.582 kph; last year, Mark Webber did so in 162.869 kph. Pironi’s lap was 14 per cent slower than Webber’s, while even Mika Häkkinen’s 2000 pole speed of 152.651 kph was over six per cent slower.
How many controls are there on the steering wheel?
Including the rotary switches, buttons and paddles, there are approximately 32 individual controls on the wheel – although this can vary from driver to driver according to how certain switch positions are configured. The MERCEDES GP PETRONAS drivers control DRS activation with a foot pedal, rather than from the wheel. In terms of the dashboard display, the team has approximately ten options for displays which include parameters such as car speed, KERS boost or split times. The drivers generally display the available KERS boost to precisely time its deployment, and split times relative to their best lap so far.
Which controls are used most frequently?
By far the most frequently used are the gear change paddles. At Monaco, the average number of gear changes per lap is 55 – which equates to over 4,300 changes over the 78-lap race distance. Next most used is the DRS foot pedal, then the KERS button. The rotary wheels to tune the differential are also in frequent use, but not every lap.
How has the workload in the cockpit changed in 2011 compared to 2010?
On their Monaco qualifying laps in 2010, the drivers made approximately 50 control inputs on the steering wheel. The systems for 2011 have added around 20 inputs per lap, between DRS activation (with the foot) and precisely timed KERS boosts. That represents an increase of up to 40 per cent in the driver’s workload. Similarly, on in- and out-laps, the drivers also have up to ten additional operations to perform including setting engine torque and mixture modes, charging the KERS battery and talking to the engineers on the radio.
For 2011, what will a qualifying lap be like in the cockpit for the drivers?
When one calculates the total number of inputs the driver is likely to have to make, the total is impressive. 130 significant changes of steering direction; 55 gear changes; and up to 20 further inputs for DRS, KERS and any other adjustments. That gives the driver a predicted workload of over 200 different inputs per lap – and that’s before we even consider the balletic dance on the throttle and brake pedals.
* Official photo and report courtesy of MERCEDES GP PETRONAS *
Copyright © 2011, Mercedes-Benz-Blog. All rights reserved.
