Honda F1 project leader Yusuke Hasegawa has outlined a number of reasons why Honda has been struggling so badly in the beginning of the 2017 Formula One season. He confirmed that lots of problems were not discovered while running on the dynamo meter.
Well,, I actually don't think Honda ever will be competitive unless they will hire some engineers from outside. It could also mean that if this season will be the same as in 2015, they will call it the day...anthonyfa18 wrote:As being a honda love it's sad to say it's time for Honda to wake up http://www.f1undercover.com/mclaren-win ... -boullier/
2015 was restricted by tokens. 2017 was not restricted by tokens... So they should be able to fix their issuestoraabe wrote:Well,, I actually don't think Honda ever will be competitive unless they will hire some engineers from outside. It could also mean that if this season will be the same as in 2015, they will call it the day...anthonyfa18 wrote:As being a honda love it's sad to say it's time for Honda to wake up http://www.f1undercover.com/mclaren-win ... -boullier/
Alonso was pretty upset about that. He takes the engine to the rev limiter very hard.toraabe wrote:Listen to this. .. And .. blue smoke from the engine .. https://www.youtube.com/watch?v=uQHiZA4Hnbwdren wrote:That would be an interesting installation. I would assume the rotor would be the crank. The stator would be limited to the distance between the rods along the axial length unless there was some sort of way to segment it. If the stator was inside the crank, the crank would have to be fairly large and heavy, I'd think.godlameroso wrote:You mean inside the crank like some kind of weird Tesla coil?
As it was mentioned by someone else, maybe Honda wanted to mount the K at the end of the crank, but that would add overall length. I'd still think you'd want to mount the K as low as possible and to the side like has been done. Although, Honda likes to mount their electric assist motors as flywheels in their IMA systems.
That's why I asked about official newsgodlameroso wrote:You'll find out next week what the state of affairs is, until then it's pointless to speculate any further.
MCL32 Turbo sounds louder, easily heard spooling up, but engine is a lot quieter. MP4-31 can be heard sounding like a rotary at about 0:17, very weird.
Yep, everything I've read is a rehash from last week.godlameroso wrote:You'll find out next week what the state of affairs is, until then it's pointless to speculate any further.
I am sure that the integration of the MGU-H is nothing like in the merc PU. Somthing like a encavement in the V of the block is possible. So the have a tunnel inside of the V that is casted together with the block itself. In there, they could easily put in the magnetic coils for the MGU-H, and by that, they would not only increase strength of the block and the whole PU, but would also lower the position of the turbocharger. Another thing is the mounting Point of the MGU-K. I'm still sure they've put it right next to the block like always, but the could have mounted the MGU-K directly to the crankshaft by using 2 gears and cast the gear of the crankshaft at the position of a crank arms at the counterweights.GhostF1 wrote:Always keen to hear your thoughts Glenntws! Glad you found some spare time.glenntws wrote:Sorry that I haven't been answering for a few days/weeks but my high School degree takes up so much time. It's just sad that I can't be as active as I want in this forum...godlameroso wrote:What ever happened to glenntws?
Call me a tinfoil nutter, but I always thought he was secretly a Honda employee.
Altough I'm not a Honda employee, I wish i could be but hey, maybe someday dreams could come true.... But I take it as a big compliment
Regarding the engine: It sounds healthy in every audio you hear, i'm more than sure they got their combustion system right in terms of gas Dynamics. Even though they use pre-chamber ignition, the engine doesn't sound as raspy.
Firing order seems to be 1-3-2-4-6-5, which works out with the full throttle sound, the cylinder-shutoff sound and the idling. Also, it would be the only logical choice if they don't want big problems with harmonics.
What's about the ERS: Don't worry about that. The engine runs on very low power, the wastegates are (I think) always closed, because they have such a low amount of gas to charge the MGU-H
The problems they have are somewhat bitter, but when they are able to fix them all, their base will certainly allow them to have a very strong PU (if not the strongest IMO)_
Their PU is still nothing like the mercedes one. Maybe the changed their architecture a bit for better positioning of tubo and so on, but the engine is still the most outstanding one in therms of design (compared to Ferrari, MB and Renault).
Also: Sad to see you go Wazari. You're a very cool guy and it would be nice to see you in the forum in the future. I also think about sharing my engine Project to you all and some Feedback from someone like you would be more than nice
Question.. What things make you think the Honda PU is the most outstanding re: design/potential? And why you believe their base will prove to be the strongest? Your speculative thoughts as well.
It sounds healthy on full throttle and I'm a big sucker for its theatrics leaving the garage on half cylinders, then it does a little rotary-sounding hiccup at pit lane end when all six fire as it leaves the pits, sounds great! (every video you can see the Renault engineers closer to pit exit all coming out to watch and listen haha.
I still think the Mercedes sound is vastly different to any other engine on the grid, it has a really piercing wail. The Renault has a nice sound to it this year, Ferrari more or less sounds the most similar to previous years but Honda? It actually seems quieter than years before! (Although I guess with it being run at a detuned level, as you suggest also, wastegates always shut, that would answer my own question)
I'm still going to School (to be exact, a "Gymnasium"). It's like the final preparation to be able to visit a University (Hochschule or Universität), so I'm currently doing my Abitur (that's how it's called here). But, enough of thatToomy Cookers wrote: @glenn
iirc Honda in the 80s had right bank cylinders 1, 2, 3, left bank 4, 5, 6, and firing order 1, 4, 2, 5, 3, 6
(and of course 240 deg of rotation between any crank throw and the next crank throw)
is your 1, 3, 2, 4, 6, 5 firing order based on these conventions ?
btw the only thing I remember about what we call Germany is that Hochschule isn't what is known in the USA as high School
It should not smoke like that though.ojlopez wrote:Alonso was pretty upset about that. He takes the engine to the rev limiter very hard.toraabe wrote:Listen to this. .. And .. blue smoke from the engine .. https://www.youtube.com/watch?v=uQHiZA4Hnbwdren wrote:
That would be an interesting installation. I would assume the rotor would be the crank. The stator would be limited to the distance between the rods along the axial length unless there was some sort of way to segment it. If the stator was inside the crank, the crank would have to be fairly large and heavy, I'd think.
As it was mentioned by someone else, maybe Honda wanted to mount the K at the end of the crank, but that would add overall length. I'd still think you'd want to mount the K as low as possible and to the side like has been done. Although, Honda likes to mount their electric assist motors as flywheels in their IMA systems.
That´s a huge claim I´m wondering if real since there´re no detailed pictures of the PU yet, but the optimistic in me will buy itglenntws wrote:The problems they have are somewhat bitter, but when they are able to fix them all, their base will certainly allow them to have a very strong PU (if not the strongest IMO)_
Their PU is still nothing like the mercedes one. Maybe the changed their architecture a bit for better positioning of tubo and so on, but the engine is still the most outstanding one in therms of design (compared to Ferrari, MB and Renault).
That's funny, because it's like one big regurgitation loop. That same trick short crank idea originated on this site, and it got snuffed up by other sites, and then it dribbles it way back here... aah, the the internet, just like high school isn't it?dren wrote:I read on another site the rumored 'trick' short crank is causing vibration issues which are compounded elsewhere. Question: "Did anyone do firing order analysis on the audio? If so, I can't find it. I remember seeing something but thought it was for an older PU. That could shed some light on the crank rumor.
Another question: "Is Honda testing a slew of single cylinders on a dyno and waiting until the last minute to throw together 6 of the best performing ones?"
I will be more specific.....@sasha read some members speculate about it here, then himself as @rollendaNSX over at Honda forum post it as "info", then @dren brought it back here.PlatinumZealot wrote:That's funny, because it's like one big regurgitation loop. That same trick short crank idea originated on this site, and it got snuffed up by other sites, and then it dribbles it way back here... aah, the the internet, just like high school isn't it?dren wrote:I read on another site the rumored 'trick' short crank is causing vibration issues which are compounded elsewhere. Question: "Did anyone do firing order analysis on the audio? If so, I can't find it. I remember seeing something but thought it was for an older PU. That could shed some light on the crank rumor.
Another question: "Is Honda testing a slew of single cylinders on a dyno and waiting until the last minute to throw together 6 of the best performing ones?"
I've read about the short crank here and at the other, but I didn't see any mention of it here that it was the cause of vibration issues, unless I missed it?PlatinumZealot wrote:That's funny, because it's like one big regurgitation loop. That same trick short crank idea originated on this site, and it got snuffed up by other sites, and then it dribbles it way back here... aah, the the internet, just like high school isn't it?dren wrote:I read on another site the rumored 'trick' short crank is causing vibration issues which are compounded elsewhere. Question: "Did anyone do firing order analysis on the audio? If so, I can't find it. I remember seeing something but thought it was for an older PU. That could shed some light on the crank rumor.
Another question: "Is Honda testing a slew of single cylinders on a dyno and waiting until the last minute to throw together 6 of the best performing ones?"
