Why there's more to come from Mercedes' engines

For anyone naively thinking Mercedes is approaching its zenith with regard to the current Formula 1 engine formula, think again.

Since the introduction of the 1.6-litre V6 turbocharged system at the start of 2014, Mercedes has won 32 of 38 grands prix and four world titles.

It is the kind of dominance many teams can only dream of, and it has caused not only Mercedes' rivals consternation, but also governing body the FIA and F1 supremo Bernie Ecclestone.

Mercedes, though, is far from done, certainly as far as its power unit is concerned as it strives for what is effectively the holy grail of engineering.

Mercedes has dominated since F1's current engine rules were introduced © LAT

The optimum way of measuring the effectiveness of an engine is by its thermal efficiency, in other words its conversion of fuel energy in the tank into useful work out the back of the crankshaft and into the transmission.

In F1 terms, the heat release from the fuel being fed through at no more than 100 kilograms per hour, as per the regulations, is 1240kw.

The impossible target is to have that entire 1240kw fed back into the power unit by the crankshaft.

At present, Mercedes stands at "greater than 45 per cent" according to its AMG High Performance Powertrains managing director Andy Cowell.

At the end of the V8 era in 2013 thermal efficiency stood at 29 per cent - a mere 12 per cent increase since the introduction of the first internal combustion engine in 1876.

In other words, more has been achieved over the past two years than in the previous 137, and the numbers are rising.

"When we first looked at the new regulations for ahead of the 2014 introduction [of the power unit] we said then we wanted to get to 40 per cent thermal efficiency," says Cowell.

"Lots of people said that was impossible. The people here like making the impossible possible. That's what they thrive on, and we've just marched on.

"A hundred per cent - that's the target, the ultimate. Why can't we get all the way to 100 per cent efficiency so that every little bit of chemical energy is converted into useful work?

"When you step back and look at it, where we are today with thermal efficiency is mindblowing.

"We've made some huge gains in the last years as we've done the development, and we've made good gains over the last two years of racing.

"I don't see that stopping. I don't think anybody here sees that we've reached the limit."

Cowell is predicting thermal efficiency will rise again this year, perhaps matching the giant stride it took last year if one graph he displayed at a media presentation is anything to go by, although significantly any telltale numbers were absent.

Cowell has overseen Mercedes' relentless work on F1 power units

It was a key indicator, though. Mercedes is far from resting on any laurels gained over the past two years and it is ready to dominate 2016 just as ruthlessly as it did in 2014/15.

And as Cowell proudly declares, for 2015 Mercedes produced the most powerful engine in its F1 history, with over 900 horsepower from a simple 1.6-litre V6, just surpassing the output from the 2005 three-litre V10. Worrying for some.

Cowell does concede the significant gains are "harder to find", although he adds: "There are lots of areas where small gains will come."

In terms of an analogy, he said: "It's a little bit like gold mining. You work bloody hard and you get lots of dust, but now and again you get a nice big nugget that makes you smile, and we still find those nuggets."

But as Cowell points out, Mercedes AMG HPP is not simply about "quirky Formula 1-specific technology", but also "to develop technology that is road relevant".

In reflecting on a number of European Car of the Year winners, going all the way back to the Fiat Tipo of 1989, Cowell highlighted the fact F1's relevance to road cars had been minimal, up until the introduction of the 1.6-litre V6.

"Only in reaching 2014 have we gone 'What is the road car world doing? What is the road car world all about?'" he says.

"It's about fuel, it's about energy efficiency of the powertrain, of the car.

"Therefore the technologies put into the regulations were those already in the road car world, or emerging into the road car world.

"The 1.6-litre V6, which is focusing on downsizing, is also focusing on turbo-charging to get the power level up to what we all expect, and electrification to recover the wasted energy that is inherent in the way we drive the car."

Of course, Cowell acknowledges a Sunday drive for us is naturally at the opposite end of the spectrum to that undertaken by one of Mercedes' star drivers, but there remains a crossover.

"Cars are becoming more and more intelligent about the bits of road we are driving along," said Cowell.

"The hybrid road car of today wants to get to the point that when you get to the bottom of a hill the battery is full.

"Or when you get close to a junction where you are probably going to stop, the battery should be empty so that under braking you are putting all the energy into the battery.

"That's what is being looked at in the road car world, and that is what we are doing here with the power unit.

Mercedes has surpassed the power levels of the final V10s from 2005 © LAT

"It's coming up with not only a system we can study from previous races, but also one that learns lap by lap, that adapts and maximises that energy.

"Of course, the road car drive cycle is completely different. What we do is drive to and from the shops, and to and from work.

"It's quite different from what Lewis and Nico do when they drive around a street circuit like Albert Park or Monaco.

"None of us stay full throttle all the way up to a corner and then hit the brakes, braking at 5g.

"But the step gains are considerable, and are greater than we are seeing in the road car world, even today."

As for future improvements to thermal efficiency, Cowell feels there are many areas to be explored, combined with a workforce unrelenting in its pursuit of those golden nuggets.

"We can work on combustion, the turbocharger, the electrical machines, the cells, on improvements to the software to work on ways of avoiding energy bumps," said Cowell.

"We try and set things up so for 365 days of the year we are doing development on all those areas, and we try not to let ideas sleep, so as soon as there is an idea it's about 'Right, how do we keep it moving?'"