Mercedes unveils the sound of the turbo V6 engine

After Renault revealed its 2014 engine at Le Bourget a few weeks ago, it is now Mercedes’ turn to unveil the first notes of its upcoming V6 turbo engine, which will be used by Mercedes, McLaren (for one season), Force India, and Williams starting in 2014. The transition from the V8 to the V6 has raised some concerns, particularly regarding the unique and recognizable sound of Formula 1 cars. The purpose of these presentations is primarily to reassure observers and to explain the differences between the current naturally aspirated V8 and the upcoming V6 turbo.

The first taste of Mercedes’ 1.6L turbo V6 is a video created using the Brackley team’s simulator on the Monza circuit, where the engine can express its full capacity. Of course, the engine was put on the test bench, and then the sound is overlaid on footage from the simulation.

Andy Cowell, who leads the program for Mercedes as the head of the brand’s High Performance department, claims that the German manufacturer is “heading in the right direction” and that manufacturing a new engine is a “race” where one must “focus on the problems that still need to be solved,” without dwelling too much on the team’s successes. The first laps of the new engine will take place next January.

Regarding the differences between the two engines, Andy Cowell doesn’t hesitate to delve into the technical details: « On the V8, you have two exhaust outlets, so there are four cylinders in each exhaust pipe, the crankshaft rotates at 18,000 revolutions per minute, and there are no restrictions in the exhaust system. We have worked hard to ensure that it is a system where the exhaust flow is free and ultra-efficient because the way to extract performance from a naturally aspirated engine is to have highly-developed intake and exhaust systems. »

The main difference with the upcoming 1.6L V6 turbo is the presence of a turbine that allows energy recovery: « With the V6, we have a single exhaust, so the six cylinders are powered by the only exhaust pipe. However, because the new formula for 2014 focuses on achieving the greatest possible efficiency for a fixed amount of fuel at a maximum flow rate, the rules offer the option of having a turbine in the exhaust system, which will extract energy from the exhaust flow to drive a compressor, thereby increasing the intake charge. »

« The turbine also drives an MGU-H that recovers excess energy beyond what is needed for the compressor, which can then be stored in the battery and helps increase acceleration potential when exiting a corner. » The MGU-H (Motor Generator Unit – Heat) is an electrical device connected to the turbocharger that absorbs the recovered power from the turbine shaft to redirect it either to the MGU-K (K for “kinetic”, a device connected to the engine that can recover and deliver 160 horsepower and which, during braking, converts part of the kinetic energy into electricity – essentially a “supercharged” KERS), or – as explained – to the batteries. The Motors Inside editorial team also recommends reading this page created by Renault Sport regarding engine block components for 2014.

A. Cowell explains how there is a difference in sound level: « As soon as you have a restriction in the exhaust system, you reduce the noise volume because the turbine is designed to recover energy from the exhaust flow, which will naturally reduce the volume of the outgoing sound. But because it is six cylinders in a single exhaust pipe, instead of four in each tube for current engines, the frequency will be very similar to the current 18,000 revolutions per minute. We will then have a similar frequency but a lower volume. »

Ferrari is therefore the last engine manufacturer that still hasn’t unveiled the sound of its upcoming V6.