The East Star F1 design team was established at Lamborghini's headquarters, and the design of the car was led by the talented supercar designer Pagani, and many of Lamborghini's talented designers participated. Pen ~ fun ~ pavilion www.biquge.info

Lin Qiangsheng discussed with Honda Bojun, and the Eastern Star team won Honda's V6 turbocharged engine.

The engine is designed with an 80° angle, longitudinally positioned, and has a boost value of 4.0 bar allowed by the FIA.

Of course, the FIA also allows teams to opt for a 3.5-litre naturally aspirated engine, but the self-aspirated engine has almost become a no-brainer option, and Lin Johnson will not choose it.

Honda's RA-167E engine uses a twin-turbo engine with a bore of 79mm, a stroke of 50.8, a bore stroke ratio of 1.55, a compression ratio of 7.4, a charge pressure of a terrifying 4 bar, which can easily break through 1000 horsepower, and a torque of 660Nm.

The short stroke and high boost value make it easy for this engine to reach more than 1 W per minute.

F1 requires a light body, so the displacement cannot be large, but in order to increase the speed of the horsepower, it must be large, so the only way to increase the speed is to squeeze the horsepower of the engine.

It's like a motorcycle with a high speed and a fast car, and a motorcycle with a displacement of 1.0 can run up to 320km/h, but if you change the motorcycle engine to a car, the car will have to roar to run.

The bore-to-stroke ratio of the F1 engine is also much higher than that of the civilian engine. Generally, the bore-stroke ratio of civil internal combustion engines is about 1, which may be less than 1 or greater than 1, but the deviation will not be too large, that is, the bore and piston stroke are basically the same.

Motorcycle engines belong to the branch of civil engines that pursue high speeds, and Ducati motorcycles have a bore-to-stroke ratio of up to 1.84.

Long-travel engines, on the other hand, are used in vehicles that are sensitive to torque but not to speed, especially in heavy vehicles and off-road vehicles.

Generally, naturally aspirated civilian vehicles are used more for daily driving, and in order to take care of the more important low torque, long-stroke engines are often used. For example, the bore-stroke ratio of the jeep is 0.714, and the bore-stroke ratio of the marine internal combustion engine is even lower, which can be as low as 0.3, which is suitable for the working conditions with very low speed requirements but extremely high torque requirements.

Then, in general operation, the long-stroke engine can obtain relatively sufficient torque at low revs due to the relatively long arm of the crankshaft. But correspondingly, because the stroke of the piston is relatively long, the force arm of the crankshaft is longer, resulting in the moment of inertia of the crankshaft is also larger, and the operation of the long-stroke engine at high speed is more difficult.

On the other hand, the short-stroke engine has a short arm that makes it difficult to guarantee torque at low revs, but because the piston stroke is short, the load is smaller at high rpm than that of the long-stroke engine, so the speed of the short-stroke engine can be higher.

And when the speed is very high, the number of work done per unit time can be more, the power can be higher, and the power will be higher.

The requirements for torque in the track race are not as high as imagined, especially the low torque characteristics, which are actually irrelevant for the track car, when it can be used, it is the start, and the road surface conditions of the track race are relatively ideal, so when the F1 engine is designed, try to squeeze as much speed as possible to increase the power, and it is okay for the torque.

With the addition of a team of Honda engineers, the Tosei's efficiency has been much higher, and the Japanese are more aware of the FIA's complicated rules, such as the F1 level of competition, where the throttle size is also strictly regulated.

Under such a premise, if you want to get more power, you need to increase the speed of the engine and increase the number of work done per unit time, so that you can get a higher power output and be more suitable for the performance of track races.

Under the extreme working conditions of breaking 10,000 revolutions, the impact of the piston and connecting rod is violent and frequent, and the friction of the piston ring is also extremely intense, which requires extremely high requirements for materials in the engine, and the forging is not too good, and the titanium alloy is not too much.

For F1, a large number of high-strength forged aluminum, titanium alloy, magnesium alloy, and carbon fiber can only be smashed with money, and each team can be said to be financial!

Of course, there is also precision machining, which is also inseparable from the huge investment of funds, as well as the air tightness of the cylinder piston at medium and high speeds are huge challenges, and the output of F1 engines is only a few, which are slowly grinded out.

Heat dissipation was also a huge challenge, so the F1 was fitted with huge radiators on both sides, like the air intakes of an aircraft engine on both sides of a Ferrari car.

In some details, the design is also for ultra-high speeds, such as valves, we all know that the variable valve timing and lift electronic control system are very NB, but it is not enough to put it on F1.

The general steel valve spring is not enough at all, and expensive materials such as titanium alloy cannot be used as a spring, so the valve of F1 adopts a pneumatic return method, which completely relies on the air flow in the valve to "rush" the valve to the position, and even uses a nitrogen cylinder to provide energy instead of the traditional cam. The valves - of course, they are made of titanium, which is very expensive.

The intake and exhaust systems are also uniquely designed, such as variable length intake ducts and segmented exhaust, which help the engine maintain torque output at low, medium and high speeds.

With a temperature of thousands of degrees and a speed of more than 10,000 revolutions per minute, the spark plug is ignited more than 100 times per second, and the valve opens and closes more than 100 times per second. These requirements for the strength and durability of the material, the lubrication system, the design of the ECU program, and the accuracy of the ignition are all top-notch.

Therefore, the engine of the racing car, if there is a little problem, will pull the cylinder and burst the cylinder. Nowadays, it is common for Formula 1 racing engines to be scrapped at a stop, and many teams do the same, with little regard for the durability of the entire machine. Of course, with the change of FIA rules, the revs were reduced and the durability of the engine was also improved, but it was also one engine for two stations.

With the arrival of the Honda engine and the in-depth work of the racing design team, Lin Qiangsheng also has a better understanding of the F1 competition.

He thinks that the displacement of formula cars is actually similar to that of family cars. To increase the speed under limited conditions, there is a simple and crude way is to directly design a high-speed system, heat dissipation, lubrication systems are in the service of high-speed conditions, and then some parts that hinder the increase of speed can be boldly optimized to reduce weight, such as pistons and connecting rods, crankshafts, and even peripheral hub tires have adopted a lightweight design, cylinder walls, crankshafts, and connecting rods have become thinner, which of course comes at a great cost of durability, as well as hot-melt tires that do not consider the cost.

F1 is no wonder so expensive, a car built for millions of yuan, which is about the extent of a station, except for the shell seats and so on, can be retained, and the interior is almost all replaced.

After slimming, the reciprocating motion of the piston and connecting rod no longer consumes too much kinetic energy, and the speed is increased. The material of the cylinder wall and the lubrinitability of the oil will also play a role in the high speed, and the strength of the material of the cylinder block, pistons and connecting rods that withstand such high speed and boost value is the soul of this engine.

The piston with an error of less than 50mg, the connecting rod that can withstand nearly 1,300 times the acceleration of gravity, the crankshaft that has been treated with high-speed ******, the all-magnesium aluminum alloy cylinder block, and of course, extremely precise machining technology.

You must know that this is in the 80s, so when Lin Johnson saw Honda's RA167E engine, he was surprised and couldn't believe that this was an industrial product of this era.

Honda's material technology and finishing technology are the cornerstones of this ultimate machine, obviously these two aspects of Dongxing are still a big part of Honda, and seeing the real thing makes him understand the gap between each other, it seems that F1 is indeed an important benchmark for testing science and industrial technology! (To be continued.) )