Quote:
Originally Posted by MyNameIsNigel
In terms of pure engine efficiency, the current EoT is based on the assumption that the best-in-class diesel engine is 6.9% more efficient than the best-in-class petrol engine (hence the FTF of 1.069).
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This is not an assumption but a real world value measured real time in every LMP car. True it's a past value from the last time the rules have changed (post LeMans?).
Quote:
Originally Posted by MyNameIsNigel
In summary, one either sticks with the current EoT principle which balances the 8MJ petrol vs. the 6MJ diesel, in which case the fuel energy allocation for diesel has to take into account the 2MJ deficit in ERS energy (the 6MJ diesel getting a more favorable energy allocation as a result) or one opts for a different EoT principle which truly balances petrol vs. diesel within one and a same ERS class, which implies getting rid of the KTF (and therefore the more favorable fuel energy allocation awarded to diesel) and imposing compensation ballast.
If one were to apply this principle in e.g. the 6MJ class, that would mean that diesel would get a little more than 128MJ (instead of 131.2MJ as per the current EoT) thus imposing more stringent efficiency targets to the diesel competitor.
The compensation ballast would only be an issue in terms of performance if the minimum car weight is exceeded as a result. This at least ensures that all competitors are faced with more or less the same challenge when it comes to packaging the hybrid system within the minimum car weight. If the petrol guys have e.g. 100-150kg to play with to integrate the ERS, why is it that Audi cannot benefit from the same flexibility/freedom ?
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Every one has total freedom to put anything they like in 875 kg min weight package, don't look at what MJ classes exist but what is physically possible to put in the car to be in the weight limit and to sip the amount of fuel allowed.
The rules are written to the cars that exist, but behind those rules it should be really simple general rule: as equal fuel energy too all the competitors as possible. (currently we are at only 2.7% difference).
If petrol competitor would choose heavy engine with miller cycle and HCCI with equal to diesel thermal efficiency, then they would have to completely rewrite the rules.
And again that concept would benefit from more powerful ICE (just as Audi) but would not have enough spare weight for heavy hybrid system (just as Audi). It's simple physics.
And don't forget, according to fuel flow and engine thermal efficiency Audi has >4% more engine power in 6 MJ class.