Fredrik Westin, a Swede primarily based 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 models 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 monitor is roofed with the throttle absolutely open, which for a few years raised severe reliability considerations.
At present’s energy models permit engineers to relaxation simpler, however from a efficiency standpoint, the Montreal spherical stays one of the crucial 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 vitality and energy restoration is near the season common.”
“The straights are comparatively lengthy and provides the turbocharger ample margin to get well the vitality required by the hybrid system. Climate circumstances are fairly variable. This 12 months we count on barely decrease temperatures, which is nice information each for the PU cooling system and the compressor’s efficiency.”
Earlier than 2022 (the 12 months when the present energy unit specs have been frozen), the Montreal race usually coincided with the introduction of latest specs, generally that includes main efficiency upgrades.
At present, the main focus is on rotating the PUs, with the purpose of getting the freshest models out there at tracks the place engine efficiency performs a decisive function.
“The annual planning relies on three precedence rules,” Westin confirmed. “First, we should cowl the entire season whereas minimizing the danger of failures throughout races. Subsequently, we goal to evenly distribute element mileage all year long, in order that the very best race mileage every unit undergoes stays as little as doable. We additionally issue within the traits of every circuit and are prepared to reply to post-race inspections.”
“Secondly, it’s vital to have spare components out there 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 laws) is launched. There are numerous explanation why already-used components would possibly must be introduced again: after all, failures or breakages, but in addition crashes or warning indicators in telemetry knowledge, which might drive the workforce 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 recent PU at races the place having most energy is crucial. That stated, we attempt to not introduce them too early within the season, so we keep some flexibility to reply to setbacks or issues afterward.”
Fredrik Westin has been at Ferrari for 13 seasons, a interval throughout which the scope of his function 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 varied automotive corporations doing R&D on turbochargers, principally for street vehicles.” – he identified.
“Turbochargers have been reintroduced in F1 in 2014, and Ferrari was in search of an engineer skilled within the area. For me, it was the right 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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