I'm quoting gwyllion's post from the HPD thread, because it's probably a good explanation of what exact element of the regulations has strangled the HPD engine.
Quote:
Originally Posted by gwyllion
I had a look at the restrictor/boost table in the LMP2 rules and compared it with the GTE rules. It is obvious that something is wrong.
In LMP2 not cost capped the air restrictor size and maximum boost pressure are: - 3600 cc NA: 2 x 28.9 mm (e.g., Judd/BMW V8)
- 4500 cc NA: 2 x 27.6 mm (e.g., Nissan V8)
- 2800 cc turbo: 2 x 27.6 mm, 1950 mbar boost (e.g., HPD V6)
In GTE the same engine configurations would get the following restrictor and boost: - 3600 cc NA: 2 x 28.9 mm
- 4500 cc NA: 2 x 28.3 mm
- 2800 cc turbo: 2 x 27.7 mm, 2400 mbar boost
In LMP2 and GTE all engines are supposed to produce similar power levels. However, under the GTE rules the HPD engine would be allowed to run 450 mbar extra boost! |
Percentage-wise, that's almost a 20% cut in allowed boost pressure.