DIRECT FUEL INJECTION – PART II
Placed side by side with the turbine, the Renault compressor sits in an extremely hot environment with temperatures rising to 1000°C. This means that it needs more cooling than on the Mercedes engine, where the split-turbo installation has the compressor further away from the scorching heat released by the turbine. The knock-on effect is that Renault needs a bigger intercooler, which has a negative impact on the car’s aerodynamics… at least in theory!
Indeed, power unit architecture alone does not define and determine overall engine performance. As clever as any design can be, perfect execution is needed, including in terms of electronics, in order to unlock the PU’s full theoretical potential. Just look at Mercedes and Honda for instance. Both have gone for a split-turbo installation. One has been a resounding success; the other has yielded very little so far…
