Rasoose wrote: ↑08 Jun 2026, 03:48
GhostF1 wrote: ↑04 Jun 2026, 01:54
Agreed in that compression ratio has extremely little to do with a deficit of this size. It demonstrates an extremely premature combustion system.
Honda literally said they utilised, to great extent, in-cylinder pressure sensors to fine tune the combustion design they developed last regs. And Honda themselves said it was a "necessity" if they were to run the engine in the manner they were. The loss of ability to use them this year, to accurately monitor and tune individual cylinder events, has harmed them massively. This feels like 2017 all over again when they first brought in a TJI style ignition/injection setup... they openly admitted they had no idea how to operate it or get the best out of it but brought it in knowing it's potential and figured it out down the track. Either way, this deficit and their words just HEAVILY suggest they are back at square one again, and their "rapid combustion" tech from late 2018, and later perfected, is essentially gone and probably exacerbated by this new fuel that's in its early stages.
It was also said by Honda that the lowered fuel flow (even though it's now measured in terms of energy) + the lower compression ratio made it impossible to use their 'high-speed combustion' from the previous regs. Even if they could run the 'ICP' sensors throughout each weekend, *and* there was as significant improvement on the fuel side, *and* the 2027 rules allow a bit more fuel flow, I still don't think they'd be able to replicate what they were doing previously.
I doudt that they'll allow extra fuel flow for 2027. When it came up, all the PU manufacturers quickly went into asking for more budget mode to make the change. That would be at odds with ADUO. So don't expect it.
