I could see this being a problem with 6 'pots' and the accuracy needed in F1 though. Anyway, with the help of a heat gun I got them balanced, but I don't think it affects the idle, which is what I suffered with. I don't know if it is metal density internally or air/oil being hotter in one part of its travel etc. It is not just the head or pot, but the whole 'lump' I could not get things right, so stuck a probe on both sides so I was adjusting when they were the same. There actually was once a very successful flat-12 (180 degree V-12) raced in F1. This particular one was best once described as a “motorsports fail-the 1991 Mercedes-Benz C291”.
didn’t Sauber put the cooling in the front?
FLAT 4 ENGINE PLUS
The exhaust are right in the area you want the bodywork as slim as possible plus there is an issue of installing radiators. The intakes don’t look ideal and need a lot more space on the sides of the engine to create the right down flow. Were that photo was lifted from there are also superb front/top/side elevation very interesting print-outs of blueprints of the original technical general arrangement drawings.Įven with this high tech flat racing engine you can spot the difficulties you would have design wise to put in on the back of a single seater instead in the back of a sports car. Mercedes made one for the C291 in the 90s but it was only used for one season. Whatever you are running, if one cylinder is leaner then the other, you have a problem.įlat engines can be made to work with GE/diffusers, but it makes them vastly more complicated. Heat distribution should be equal as a V or even an inline. With a bit of tube, two bottles and 5 minutes of work it should be fine. Good chance your throttlebody's are not in sync. So another disadvantage could be heat distribution? Not a huge problem on a road vehicle, but I would imagine this would be more of a problem in F1. I also ride a BMW R1100RS, and come maintenance time I notice the temperature on each cylinder is not maintained the same. I do like flat engines, I drive one myself (a BMW R1100) but it only works because there is a big sump under there, else a V (like a Guzzi) would be so much simpler. All the intakes and outlets are in the right angle, on the right sides and the structural stiffness is great. In the way the engine is mounted to the chassis and how it's used in a racing car as a structure, nothing beats a V. all advantages they have slightly (less hight, good COG, easy plumbing) in road cars disappears when you change the sump system. Flat engines, for racing are just heavy, high cog (because of the exhaust has to stick out on the bottom), aerodynamically difficult due to the intake sticking out away from the center line of the car, less stiff then an V shape block.
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