Fredrik Westin, a Swede primarily based in Maranello since 2012, is the turbocharger specialist throughout the technical group led by Enrico Gualtieri, head of the engine division. In Montreal, decrease temperatures are anticipated, which is able to assist the facility models carry out higher. On the Canadian GP, the PU runs at full throttle for 73% of the lap.
Previously, the Gilles Villeneuve circuit was notably feared by engine engineers. Seventy-three % of the 4.361 km observe is roofed with the throttle totally open, which for a few years raised severe reliability issues.
At this time’s energy models permit engineers to relaxation simpler, however from a efficiency standpoint, the Montreal spherical stays one of the vital 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 get well the power required by the hybrid system. Climate circumstances are fairly variable. This 12 months we anticipate barely decrease temperatures, which is sweet 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 typically coincided with the introduction of latest specs, generally that includes main efficiency upgrades.
At this time, the main target is on rotating the PUs, with the purpose of getting the freshest models accessible at tracks the place engine efficiency performs a decisive function.
“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 intention to evenly distribute element mileage all year long, in order that the best race mileage every unit undergoes stays as little as attainable. 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 elements accessible that can be utilized with out incurring penalties—for instance, nonetheless having the ability to use the third PU when the fourth (the ultimate one allowed by the rules) is launched. There are numerous the reason why already-used parts would possibly should be introduced again: in fact, failures or breakages, but additionally crashes or warning indicators in telemetry knowledge, which might drive the crew to hold out technical checks on an element that was supposed 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 crucial. That mentioned, we attempt to not introduce them too early within the season, so we keep 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 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 numerous automotive firms doing R&D on turbochargers, largely for street vehicles.” – he identified.
“Turbochargers have been reintroduced in F1 in 2014, and Ferrari was on the lookout for 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 automotive, with duties which have steadily elevated.”
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