The 2014 Formula One season brings with it the biggest technical changes the sport has seen in two decades. The biggest change comes in the form of a 1,6-litre turbocharged V6 engine that replaces the naturally aspirated 2,4-litre V8. It will be interesting to see how the various teams plan to use this new powerplant, and all the new elements, to its full potential.
The new V6 turbo unit, revving to a maximum of 15, 000 rpm, will produce in the region of 450 kW, with additional power coming from the Energy Recovery Systems (ERS). The ERS produces around 120 kW that can be used for 33 seconds per lap. This gives the 2014 F1 cars a total power output of 570 kW, roughly 10 kW more than the outgoing V8 unit.
To compensate for the extra power generated by ERS, especially the huge amount of torque, teams will be allowed to use an electronic rear brake control system. Gearboxes are to have eight forward ratios, rather than the current unit’s seven.
The 2014 powertrain will be heavier and to compensate for the increased weight, the minimum weight will be increased from 642 kg to 690 kg.
Toro Rosso’s James Key believes that the 2014 season will be largely focussed on the new engines: “I certainly think it’ll be more of an engine formula than it has been. I think there’s more diversity for the engine manufacturers to produce performance.”
Mark Smith of Caterham had a similar view: “It’s going to be a massively interesting challenge in terms of ‘we’ve got this chunk of energy – how can we use that over a certain period of time in an optimum fashion? I think that certainly for the early part of the 2014 season that will be very interesting to watch. Therefore, it’s my feeling that the role that the power unit will play will be more interesting.”
The 2014 rules also mandate that cars should have a single exhaust tailpipe that must be angled upwards to prevent exhaust flow being used for aerodynamic effect. No bodywork is allowed to be located behind the tailpipe.
With Formula One trying to be environmentally aware, the 2014 car will be significantly more fuel-efficient than the 2013 car. Fuel usage for 2013 had been unlimited, but for 2014 each car’s fuel load will be limited to 100 kg per race.
Changes will come visually, too, with the vehicles’ nose heights lowered to 185 mm, the front wings made narrower to 1650 mm, and the lower beam on the rear wing being ousted, but with the main flap being slightly shallower in profile. The external appearance of the cars will be subjected to change, even when these changes are being restricted to a minimum.
“I think we’re trying to resist having to make significant changes that will affect the external appearance of the car because of what we’re trying to do aerodynamically, but we’re fighting a little bit of a losing battle,” says Smith.
Key had this to say on the design of the cars: “When we started in 2009 – which is a good analogy for 2014 – generally, most of the teams had similar looking cars and the grid was closer than expected. That’s where the innovation had to come in to break away from that. I suspect it will be the same in 2014. Whether that happens straight away or whether it develops I don’t know, but I think there will be some clever ideas and interpretations.”
– Charlen Raymond