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<blockquote data-quote="fabianyee" data-source="post: 123509" data-attributes="member: 6"><p>found the article I read</p><p></p><p><a href="http://www.autospectator.com/modules/news/article.php?storyid=3284" target="_blank">http://www.autospectator.com/modules/news/...hp?storyid=3284</a></p><p></p><p>***************************</p><p>Differences.</p><p>Although the V8 with the now compulsory cylinder angle of 90 degrees may look like a sawn-off V10, technically it is an entirely separate concept with its own specific requirements. The V8 has a distinct firing sequence and demands a fundamentally different crankshaft design. Whereas a 72-degree offset crankshaft was used in BMW's V10 Formula One engine, V8 powerplants can feature crankshafts with either four throws spaced at 90 degrees or four throws spaced at 180 degrees. Standard production engines are fitted with 90-degree crankshaft variants due to their better dynamic attributes, but a 180-degree crankshaft is favoured in racing car engine design. The improved performance this allows offsets the disadvantages in terms of dynamics.</p><p></p><p>Indeed, mechanical dynamics and vibrations represent a particularly critical area of development for the new generation of Formula One engines. The V8 units have different firing sequences and intervals from their V10 predecessors, which leads to a totally different situation in terms of vibrations. The V10 entered a critical area in terms of vibrations between 12,000 rpm and 14,000 rpm. However, this was not an issue as the engine did not spend much time in this rev band and smoothed itself out again once the driver stepped up the revs. And, since that was where it spent the majority of its time, vibrations were not a worry. A V8, on the other hand, is not so well off. Its vibration curve enters critical territory later than the V10 - from approximately 16,000 rpm - and continues to climb from there. It is therefore no longer possible to think in terms of getting through a difficult patch and everything will be all right. Now, the problem of constantly increasing vibrations has to be confronted head on. If you don't get a handle on vibrations, they will eat into the service life of the engine and multiply the loads exerted on chassis components. In order to get on top of this problem, the calculation and analysis of each individual engine component has to be totally reliable. However, analysis of the individual components is only part of a bigger challenge. Determining how they work with and against each other in simulations of the overall system is the main task.</p><p>***************************</p></blockquote><p></p>
[QUOTE="fabianyee, post: 123509, member: 6"] found the article I read [url=http://www.autospectator.com/modules/news/article.php?storyid=3284]http://www.autospectator.com/modules/news/...hp?storyid=3284[/url] *************************** Differences. Although the V8 with the now compulsory cylinder angle of 90 degrees may look like a sawn-off V10, technically it is an entirely separate concept with its own specific requirements. The V8 has a distinct firing sequence and demands a fundamentally different crankshaft design. Whereas a 72-degree offset crankshaft was used in BMW's V10 Formula One engine, V8 powerplants can feature crankshafts with either four throws spaced at 90 degrees or four throws spaced at 180 degrees. Standard production engines are fitted with 90-degree crankshaft variants due to their better dynamic attributes, but a 180-degree crankshaft is favoured in racing car engine design. The improved performance this allows offsets the disadvantages in terms of dynamics. Indeed, mechanical dynamics and vibrations represent a particularly critical area of development for the new generation of Formula One engines. The V8 units have different firing sequences and intervals from their V10 predecessors, which leads to a totally different situation in terms of vibrations. The V10 entered a critical area in terms of vibrations between 12,000 rpm and 14,000 rpm. However, this was not an issue as the engine did not spend much time in this rev band and smoothed itself out again once the driver stepped up the revs. And, since that was where it spent the majority of its time, vibrations were not a worry. A V8, on the other hand, is not so well off. Its vibration curve enters critical territory later than the V10 - from approximately 16,000 rpm - and continues to climb from there. It is therefore no longer possible to think in terms of getting through a difficult patch and everything will be all right. Now, the problem of constantly increasing vibrations has to be confronted head on. If you don't get a handle on vibrations, they will eat into the service life of the engine and multiply the loads exerted on chassis components. In order to get on top of this problem, the calculation and analysis of each individual engine component has to be totally reliable. However, analysis of the individual components is only part of a bigger challenge. Determining how they work with and against each other in simulations of the overall system is the main task. *************************** [/QUOTE]
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