Fredrik Westin, a Swede based mostly in Maranello since 2012, is the turbocharger specialist inside the technical group led by Enrico Gualtieri, head of the engine division. In Montreal, decrease temperatures are anticipated, which can assist the facility items carry out higher. On the Canadian GP, the PU runs at full throttle for 73% of the lap.
Prior to now, the Gilles Villeneuve circuit was significantly feared by engine engineers. Seventy-three p.c of the 4.361 km observe is roofed with the throttle totally open, which for a few years raised severe reliability considerations.
At the moment’s energy items permit engineers to relaxation simpler, however from a efficiency standpoint, the Montreal spherical stays one of the demanding. On the eve of the Canadian weekend, Fredrik Westin—one of many key figures in Ferrari’s powertrain division with intensive expertise in turbochargers—spoke concerning the problem.
“The Gilles Villeneuve Circuit options quick straights and tight corners the place braking and acceleration are essential,” defined the Swedish engineer. “9 of the 14 corners are tight—90 levels or extra—and the ultimate chicane is infamous for catching out drivers who get too near the wall on the exit of Flip 14. The lap time sensitivity associated to power and energy restoration is near the season common.”
“The straights are comparatively lengthy and provides the turbocharger ample margin to recuperate the power required by the hybrid system. Climate situations are fairly variable. This yr we anticipate barely decrease temperatures, which is nice information each for the PU cooling system and the compressor’s efficiency.”
Earlier than 2022 (the yr when the present energy unit specs had been frozen), the Montreal race typically coincided with the introduction of latest specs, typically that includes main efficiency upgrades.
At the moment, the main target is on rotating the PUs, with the purpose of getting the freshest items obtainable at tracks the place engine efficiency performs a decisive position.
“The annual planning is predicated on three precedence ideas,” Westin confirmed. “First, we should cowl the entire season whereas minimizing the chance of failures throughout races. Due to this fact, we goal to evenly distribute part mileage all year long, in order that the very best race mileage every unit undergoes stays as little as potential. We additionally issue within the traits of every circuit and are prepared to reply to post-race inspections.”
“Secondly, it’s essential to have spare components obtainable that can be utilized with out incurring penalties—for instance, nonetheless with the ability to use the third PU when the fourth (the ultimate one allowed by the rules) is launched. There are numerous the explanation why already-used parts may should be introduced again: in fact, failures or breakages, but in addition crashes or warning alerts in telemetry information, which might power the crew to hold out technical checks on a component that was meant for race use.”
“In these conditions, naturally, we don’t wish to introduce a fifth energy unit (or a 3rd battery pack) and obtain a penalty. Lastly, we use a contemporary PU at races the place having most energy is important. That mentioned, we attempt to not introduce them too early within the season, so we preserve some flexibility to reply to setbacks or issues in a while.”
Fredrik Westin has been at Ferrari for 13 seasons, a interval throughout which the scope of his position has expanded. “I arrived in Maranello in the summertime of 2012,” he defined. “I maintain a PhD in turbochargers, and after college, I labored for numerous automotive firms doing R&D on turbochargers, principally for street automobiles.” – he identified.
“Turbochargers had been reintroduced in F1 in 2014, and Ferrari was in search of an engineer skilled within the subject. For me, it was the proper time—and a dream job. Since then, I’ve labored on the turbocharger for the F1 automobile, with tasks which have steadily elevated.”
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