The cool part of this innovation is that it can directly benefit consumers.
Trick engineering in F1 usually just tricks the regulations or the kinds of physics that only apply to racing prototypes. An example of tricking the regulations would be the double-deck and blown diffusers that were just clever interpretations of the rulebook. Tricking physics is a bit more interesting, a good example would be McLaren's F-Duct which used fancy fluid dynamics to turn a driver's leg into an on/off switch for drag on the rear wing. They basically ran a duct from the front of the car all the way to the wing, with a hole cut into it by the driver's leg. Cover the hole and pressure sucked air through to the wing, smoothing it's profile and reducing drag. Very cool, except I don't know many family sedans that need over 1 ton of downforce at 150mph.
The timing of this innovation in turbocharging couldn't be better. Every manufacturer is trying to gain efficiency with small, turbocharged engines. Small displacement engines are efficient but consumers don't want to trade half their horsepower for 5-10mpg. So companies like Ford and VW are slapping turbos onto these engines and cranking boost levels through the roof. The Fiesta ST runs 21 lbs of boost off the showroom floor. That kind of boost means a lot of heat (the same issue Mercedes' F1 engineers were faced with) so engineers are using every trick in the book to keep temperatures in control (direct injection, temporary overboost, expensive aluminum intercoolers).
What Mercedes' has done isn't so much about the innovative layout, it's that they've made it work without turbo lag. Bring whatever technology they've developed to combat the weight of the turbine shaft to the road and you've made it possible to operate on lower octane fuel while making more power from even smaller displacements.
I'd love to know how they are running the shaft from the turbine to the compressor .. these things spin at something like 100,000RPM if I'm not mistaken. Normally this would be handled by a few bearings with direct oil intake at high pressure with the bearings being only a few centimeters apart if that .. but to span an entire engine is some special kind of precision engineering.
edit: special because any imbalance in the shaft would rip the bearings apart.
The motor/generator sits in the middle of the two turbines so that can help keep shaft length down but gearing 280,000 rpm down to something that wouldn't blow up the motor creates a whole new world of complexity. All I know is that this is very impressive engineering and that there are tons of unique innovations needed to make it all work together.
Eliminating turbo lag is less about making a better turbo, and more about making the turbo work in concert with the engine. This is usually about picking a good size turbo that picks up smoothly with the given engine.
Better turbos will make for better engines, but I would think you can never fix turbo lag with turbo improvements alone...
Mercedes has their turbo tied in to a motor/generator that smooths out the spin-up/spin-down cycle and can recover a bit of energy as a bonus. A lot of companies have tried to make electric-assisted turbos work but this is the first real-world application I know of.
> What Mercedes' has done isn't so much about the innovative layout, it's that they've made it work without turbo lag.
The innovative layout is what enables the reduction in turbo lag. The latter is entirely predicated on the physical positions of the turbine relative to the compressor.
Trick engineering in F1 usually just tricks the regulations or the kinds of physics that only apply to racing prototypes. An example of tricking the regulations would be the double-deck and blown diffusers that were just clever interpretations of the rulebook. Tricking physics is a bit more interesting, a good example would be McLaren's F-Duct which used fancy fluid dynamics to turn a driver's leg into an on/off switch for drag on the rear wing. They basically ran a duct from the front of the car all the way to the wing, with a hole cut into it by the driver's leg. Cover the hole and pressure sucked air through to the wing, smoothing it's profile and reducing drag. Very cool, except I don't know many family sedans that need over 1 ton of downforce at 150mph.
The timing of this innovation in turbocharging couldn't be better. Every manufacturer is trying to gain efficiency with small, turbocharged engines. Small displacement engines are efficient but consumers don't want to trade half their horsepower for 5-10mpg. So companies like Ford and VW are slapping turbos onto these engines and cranking boost levels through the roof. The Fiesta ST runs 21 lbs of boost off the showroom floor. That kind of boost means a lot of heat (the same issue Mercedes' F1 engineers were faced with) so engineers are using every trick in the book to keep temperatures in control (direct injection, temporary overboost, expensive aluminum intercoolers).
What Mercedes' has done isn't so much about the innovative layout, it's that they've made it work without turbo lag. Bring whatever technology they've developed to combat the weight of the turbine shaft to the road and you've made it possible to operate on lower octane fuel while making more power from even smaller displacements.
This is what I like to see from motorsport.