Given the lack of power, and success Ferrari had in 2014 after they made the same mistake of building a space-starved PU and couldn't compensate with the aero, that does seem the case; it also seems like it needed to be tried/learned the hard way, both by McLaren and Honda, instead of looking at where Ferrari went wrong (okay, maybe too late by then already to turn around, during 2014, but still seems very blue-eyed going in from Honda).
HPD wrote: ↑Mon Mar 05, 2018 12:35 pmAll credits to @FCIUSHonda RA61$H
https://www.reddit.com/r/formula1/comme ... h=d3ef5235
Does that mean the new combustion method isn't ready yet or will it be ready at the start of this season? Or is the "breakthrough" pointing at something else?"Ideally this was something we must have completed before the season started. But Mclaren wasn't willing to wait that long." says Kakuta with some regret. However. a breakthrough is in sight for 2018.
I don't think it is a separate lubrication system with different oil - the issue seemed to be that the bearings were improperly scavenged and flooded. Every single piece of automotive and aero turbomachinery I have ever seen had ring type seals which have a bit of a gap by design. Normally the higher pressure on the compressor and turbine side stops them from leaking - even more so when the bearing cavities are scavenged and their pressure is slightly lower than ambient.PlatinumZealot wrote: ↑Mon Mar 05, 2018 5:35 amLooks like the engine oil is different from the MGUH oil (obviously right?). And it seems the compressor sucked up the oil from the bad version 1 oil tank then somehow blowed engine oil into the MGUH bearings?! Can anyone explain how the compressor volute is connected to the MGUH bearings?
Pages 4 and 5.
Snorked wrote: ↑Mon Mar 05, 2018 2:19 amReddit user FCIUS is translating the article:
https://www.reddit.com/r/formula1/comme ... h=d3ef5235I'll do the rest once I eat dinner - please ignore any grammatical issues, as I didn't proofread the text.
Also sorry for the sloppy photoshopping.
Works out at just over 51MJ/kg at 50% TE. Not too far off 44MJ/kg or so for pump fuel.
740 kW !!! Thats a hugee leap in power. But how can you be so confident of the output if it has not been run on the dynos? Guess the testing in Hungary will be perfect time to launch this engine.
Sure, if the oil level increases it is more likely for oil to get sucked into the scavenge lines. However your post on page 852 states that the issue was air into the the MGUH feed due to cavitation. So what killed the bearings - cavitation or overfilling?
Honda CVCC was developed in the late 1960s. Same basic concept. Mahle TJI is a significant step forward from those days. Much smaller pre-chamber volume, higher velocity jets, configured as an add-on to work with existing pent-roof combustion chamber designs.
I've the same question to Wazari. Perhaps the related bearings should have to work in a dry environnement. Then when the oil tank was overfitted it spreads some oil to theses critical parts running at high velocity.
So Wazari, can you confirm that the MGUH shares oil with the engine? (Mudflap I only just saw your comment!) but just for due diligence.