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 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 % of the 4.361 km observe is roofed with the throttle totally open, which for a few years raised severe reliability considerations.
In the present day’s energy items enable 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 in regards to 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 usually coincided with the introduction of latest specs, generally that includes main efficiency upgrades.
In the present day, the main target is on rotating the PUs, with the aim of getting the freshest items accessible at tracks the place engine efficiency performs a decisive position.
“The annual planning relies on three precedence ideas,” Westin confirmed. “First, we should cowl the entire season whereas minimizing the danger of failures throughout races. Subsequently, we intention 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 answer 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 explanation why already-used parts may have to be introduced again: in fact, failures or breakages, but in addition crashes or warning indicators in telemetry information, which may drive the group 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 important. That stated, we attempt to not introduce them too early within the season, so we preserve some flexibility to answer setbacks or issues afterward.”
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 varied automotive firms doing R&D on turbochargers, principally for street vehicles.” – 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 right time—and a dream job. Since then, I’ve labored on the turbocharger for the F1 automobile, with duties which have steadily elevated.”
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