Honda Power Unit Hardware & Software

All that has to do with the power train, gearbox, clutch, fuels and lubricants, etc. Generally the mechanical side of Formula One.
ScrewCaptain27
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Re: Honda Power Unit Hardware & Software

Post by ScrewCaptain27 » Tue Oct 16, 2018 1:36 pm

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ringo
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Re: Honda Power Unit Hardware & Software

Post by ringo » Wed Oct 17, 2018 2:10 am

Mudflap wrote:
Mon Oct 15, 2018 4:05 pm
PZ we've been talking about torsional vibration specifically. Yes, there are many other characteristics that can't be replicated on the dyno, I agree (even though oil tank behaviour can be simulated on so called rodeo rigs and turbos are usually ran on gas stands which are adequate for assessing the rotordynamic behaviour).

I don't know what conclusions to draw from this issue other than it is something that should have been spotted before the car ran at the track. It is definitely an integration issue so the responsibility lies with both Honda and TR.
All in all it is probably a fairly minor problem than has been resolved without any hardware changes and minor performance implications.
One thing to remember though Mudflap, your experience may be with conventional combustion and direct injection engines, but it may be possible that these TJI or whatever prechamber you want to call it, engines may have extreme sensitivity to external influences given the delicacy of the combustion.
It may very well be true that inertial forces from the gear box, coupled with traction oscillations, and cornering gs could have some effect on what's happening in the little piston bowl on these engines and these same forces on a contemporary DI engine may not have the same impact on the combustion process.
Of course i don't know the specifics, but i believe it may be some phenomena outside of your experience, given the F1 cars are the only ones with this type of combustion extreme.Give it some thought.

I'm going to get even more imaginative and go as far as to suspect that the combustion is so precise and on the limit that certain vibration can lead to loss of control of the combustion itself and result in detonation.
For Sure!!

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Re: Honda Power Unit Hardware & Software

Post by PlatinumZealot » Wed Oct 17, 2018 10:19 am

ScrewCaptain27 wrote:
Tue Oct 16, 2018 1:36 pm
//uploads.tapatalk-cdn.com/201810 ... 3c560d.jpg
Via FormulaPassion.it
Very compact!! =D>

Smaller than Mercedes gearbox and cylinder heads.
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Snorked
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Re: Honda Power Unit Hardware & Software

Post by Snorked » Wed Oct 17, 2018 3:17 pm

Matched up the mounting holes, the perspective is off, but you can see it's slightly fatter than last years

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Re: Honda Power Unit Hardware & Software

Post by godlameroso » Wed Oct 17, 2018 3:45 pm

I'm very excited for next year, not only from a power increase and drivability refinement point of view, but also year 3 of improving the manufacturing process. As snorked's post highlights, year 2 was more conservative, now that they've had time to understand where they can improve, where they can push the limits of packaging and weight distribution, I'm sure next year's power unit will fit very nicely in the RB15, and the TR14.
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Sasha
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Re: Honda Power Unit Hardware & Software

Post by Sasha » Fri Oct 19, 2018 5:56 am

Honda just released there Sept 2018 R&D Research Papers and one was on their Pre-Chamber Jet Injection for production engine(single cylinder test).

WWW.hondarandd.jp

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Re: Honda Power Unit Hardware & Software

Post by godlameroso » Fri Oct 19, 2018 10:59 am

Sasha wrote:
Fri Oct 19, 2018 5:56 am
Honda just released there Sept 2018 R&D Research Papers and one was on their Pre-Chamber Jet Injection for production engine(single cylinder test).

WWW.hondarandd.jp

Summary:
"A two-point increase in brake thermal efficiency was achieved over an engine with a brake thermal efficiency of 45% from a previous study by using a single-cylinder gasoline engine adopting pre-chamber jet combustion. These results were achieved with a mechanical compression ratio of 16:1 by optimizing the pre-chamber design, coating the pre-chamber inner walls with thermal insulation, and optimizing the combustion chamber shape, including compression ratio settings. The resulting configuration also achieved NOx emissions of 30 ppm and hydrocarbon emissions of 2000 ppm, which puts it in compliance with SULEV20 emission regulations. In addition, combustion stability was kept to a CPmi of 3% or lower, the rate of in-cylinder pressure increase to 300 kPa/deg or lower, and noise vibration requirements for actual vehicles were satisfied."
The height of cultivation is really nothing special. It is merely simplicity; the ability to express the utmost with the minimum. Mr.Lee

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Re: Honda Power Unit Hardware & Software

Post by HPD » Fri Oct 19, 2018 12:40 pm

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loner
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Re: Honda Power Unit Hardware & Software

Post by loner » Fri Oct 19, 2018 1:13 pm

thnx
It Tolls for Thee.

subcritical71
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Re: Honda Power Unit Hardware & Software

Post by subcritical71 » Fri Oct 19, 2018 1:58 pm

Quite impressive, thats 45% with the ICE alone (albeit single cylinder test stand).

Edit: that was two points from 45%, so 47%... even more impressive!

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Re: Honda Power Unit Hardware & Software

Post by godlameroso » Fri Oct 19, 2018 2:09 pm

This study uses both PI and DI, but F1 cars are only allowed one DI.
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dren
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Re: Honda Power Unit Hardware & Software

Post by dren » Fri Oct 19, 2018 3:30 pm

35:1 AFR
Honda!

Sasha
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Re: Honda Power Unit Hardware & Software

Post by Sasha » Fri Oct 19, 2018 3:32 pm

2 points from pre-chamber jet injection and 3 points from HERS, less energy loss to cooling system and turbo design.

50% total

Sasha
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Re: Honda Power Unit Hardware & Software

Post by Sasha » Fri Oct 19, 2018 3:34 pm

In F1 must use only one injector so that injector must be very advance multi-spray.In a production street car, two injectors would be better(even in F1).

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Re: Honda Power Unit Hardware & Software

Post by sn809 » Fri Oct 19, 2018 4:07 pm

So anyone know of what has been changed, new power units for Gasly and for Brendon's car on Friday. As per Tanabe san