For the more hardcore, track-focused F12tdf , Ferrari bumped the standard F12's horsepower from to , and raised the redline to rpm. Mental, especially when you learn that this engine has more to give, as you'll find out later in this list. Instead of cheesy retro design cues, Honda decided to honor its earliest roadsters with a high-strung inline-four.
The S's rpm redline was deemed too high for the normal consumers, so it was reduced to a still-impressive rpm for When it was new, it had more horsepower per liter than any other naturally aspirated engine.
The best thing about it is that this motor could be had for a fraction of the price of a Ferrari, and it was dead reliable. It is, after all, a Honda. The 4. It made hp in standard trim and nearly hp in the Speciale. Peak power arrived at a rpm redline, which meant this motor loved to work. The turbocharged 3. It revs so quickly to its rpm redline, Lexus deemed it necessary to install a digital tachometer.
Allegedly, no analog needle could keep up. It sounds like nothing else on the road racing to that lofty redline too. Enthusiasts were sad about the demise of the competition-derived Metzger engine in the GT3 , but Porsche quickly rectified things with a rpm redline in the GT3's 3.
For , the engine is an all-new 4. The obvious benefit of a hybrid system is fuel efficiency, but the shows us another benefit: Torque-fill. That's actually the term McLaren uses to describe the powerplant in the P1, but it applies well to all three hybrid hypercars. It describes the marriage of a high-strung gasoline engine with the low-end torque of an electric motor.
That allowed Porsche to set the redline of the 's V8 at a crazy rpm without detriment to its daily driveability. The LaFerrari uses a similar powertrain concept as the , but Ferrari decided to stretch the redline to rpm. That's a crazy number by any standard, but in a V12? Because of all the restrictions, every part of an F1 car has to be the lightest, strongest, most aerodynamic, and best component it can be.
The exotic aerodynamics of the car have to balance wind resistance while maintaining enough downforce to keep the power to the road. Until it was made illegal this past season, teams would design cars that vented their exhausts strategically over aerodynamic surfaces to apply more downforce without increasing drag. This year, teams can have dynamically adjustable wing surfaces and some teams are experimenting with flexible nose assemblies before they likely get banned as well.
I made a chart explaining both the regulations and the resulting tech of the F1 cars out there. You can expand the chart and print it out, so you can use it as a handy placemat for your snack table during the race, and provided you can wipe away the mustard and beer, refer to it during the excitement.
You're welcome! Can a racing physicist explain to me how it is possible for a body to accelerate faster than 9. There are multiple advantages of this type of design, but as far as engine RPM is concerned it keeps the piston speed relatively low.
Lower piston speeds means less stress on the connecting rods and crankshaft as well as acceptable flame propagation speeds, allowing the engine to rev even higher. Also, by having a wider bore, you can have larger intake and exhaust valves, leading to better airflow at high RPM.
The undersquare engine will have an average piston speed of The short stroke engine could rev all the way to 12,rpm before reaching the same piston speeds as the other engine.
Another significant factor in how high an engine revs is how well it can breathe. This is where the valvetrain plays a critical role.
As mentioned above, a large bore will allow for larger valves and thus more airflow at high RPM. That said, larger valves are heavier and can lead to valve float, where the valve stem is no longer perfectly in sync with the camshaft as the valve springs no longer keep up. Engines with two valves per cylinder will tend to have larger valves, and this is even more of a challenge.
It is possible to overcome valve float to an extent. Stiff valve springs can be used to ensure valve float does not occur, but this means more energy is required to compress the springs and thus the system is less efficient.
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