Re: Honda Power Unit
Posted: 09 May 2017, 07:51
I have heard, that renualt will maybe leave f1, and then, RedBull will run honda engines. So they know too, there is no problem with honda- its just this year it isnt that good
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Re: Honda Power Unit
Posted: 09 May 2017, 10:25
Hey, sorry for replying to this comment, but I want ppl to see this:
I have heard, that renualt will maybe leave f1, and then, RedBull will run honda engines. So they know too, there is no problem with honda- its just this year it isnt that good
I have heard, that renualt will maybe leave f1, and then, RedBull will run honda engines. So they know too, there is no problem with honda- its just this year it isnt that good
Re: Honda Power Unit
Posted: 09 May 2017, 10:53
What's your source?john21wall wrote: ↑09 May 2017, 10:25Hey, sorry for replying to this comment, but I want ppl to see this:
I have heard, that renualt will maybe leave f1, and then, RedBull will run honda engines. So they know too, there is no problem with honda- its just this year it isnt that good
Re: Honda Power Unit
Posted: 09 May 2017, 10:58
Pink flying elephants and unicorns...3jawchuck wrote: ↑09 May 2017, 10:53What's your source?john21wall wrote: ↑09 May 2017, 10:25Hey, sorry for replying to this comment, but I want ppl to see this:
I have heard, that renualt will maybe leave f1, and then, RedBull will run honda engines. So they know too, there is no problem with honda- its just this year it isnt that good
Re: Honda Power Unit
Posted: 09 May 2017, 11:24
A 'single' injector which squirts (variable volume) - on both down & upstroke - of injection pump cycle mode?
Re: Honda Power Unit
Posted: 09 May 2017, 11:40
any news on engine update for this GP ?.
I am interested to see if they bring a combustion related update or just reliability upgrades.
I am interested to see if they bring a combustion related update or just reliability upgrades.
Re: Honda Power Unit
Posted: 09 May 2017, 11:58
You could use the valves to shape the mini combustion chamber, the whole package would included in it, valves, injector, spark plug ..
https://goo.gl/photos/X7ntzgiFq6etDpJT7
https://goo.gl/photos/X7ntzgiFq6etDpJT7
Re: Honda Power Unit
Posted: 09 May 2017, 12:59
Boullier saying it's aero changes and hopefully some better reliability. No talk of any significant engine improvement.
http://www.crash.net/f1/news/245335/1/m ... spain.html
Re: Honda Power Unit
Posted: 09 May 2017, 13:05
Naturally, since he's speaking for McLaren, rather than for Honda..fellowhoodlums wrote: ↑09 May 2017, 12:59Boullier saying it's aero changes and hopefully some better reliability. No talk of any significant engine improvement.
http://www.crash.net/f1/news/245335/1/m ... spain.html
Re: Honda Power Unit
Posted: 09 May 2017, 13:40
Interesting, however it's against the rules. Valves and valve seats must be circular and concentric.JuanjoTS wrote: ↑09 May 2017, 11:58You could use the valves to shape the mini combustion chamber, the whole package would included in it, valves, injector, spark plug ..
https://goo.gl/photos/X7ntzgiFq6etDpJT7
Re: Honda Power Unit
Posted: 09 May 2017, 13:47
What I meant was egr effect used to vary fuel heating, or would an external fuel heater be more precise?gruntguru wrote: ↑09 May 2017, 04:37There would be some residuals trapped in the pre-chamber but less than 10% of the pre-chamber volume, which itself is less than 2% of total TDC volume so less than 0.2% EGR due to this factor.godlameroso wrote: ↑08 May 2017, 18:32Would any EGR effects be present, and would one work with or try to eliminate said effects?
According to Rolf Reitz EGR plays a not insignificant role in fuel heating, and can aid vaporization.
Re: Honda Power Unit
Posted: 09 May 2017, 17:00
Could also be adapted with concentric and circular valves, the part where the flattened valves should be left, but could work as well.godlameroso wrote: ↑09 May 2017, 13:40Interesting, however it's against the rules. Valves and valve seats must be circular and concentric.JuanjoTS wrote: ↑09 May 2017, 11:58You could use the valves to shape the mini combustion chamber, the whole package would included in it, valves, injector, spark plug ..
https://goo.gl/photos/X7ntzgiFq6etDpJT7
https://goo.gl/photos/Bg9c21YfteU3xiaD8
Re: Honda Power Unit
Posted: 09 May 2017, 18:29
What mechanism would activate the valves? Pushrods?
Re: Honda Power Unit
Posted: 09 May 2017, 18:55
It looks clever in first sight but I am not sure if it works.
In the other hand, at your design, exhaust valve must be it's usual place. intake valve must be very small and also cause bigger pre chamber. When intake valve opened it must not touch spark plug and/or injector. It may be one intake valve for pre chamber and other one which is bigger than normal, intake valve can be its usual place.
In the other hand, at your design, exhaust valve must be it's usual place. intake valve must be very small and also cause bigger pre chamber. When intake valve opened it must not touch spark plug and/or injector. It may be one intake valve for pre chamber and other one which is bigger than normal, intake valve can be its usual place.
Re: Honda Power Unit
Posted: 09 May 2017, 22:52
If the fuel rate remains the same, increasing the amount pm I would of thought would require a leaner a/f ratio and the extra air being pulled into the engine and blown out I would imagine would help spin the turbine faster.Craigy wrote: ↑05 May 2017, 11:18Parasitic losses from friction are always going to be higher the faster the ICE spins, although I suppose those losses might be smaller in F1 than I expect because of the types of finish used, which reduce friction to a degree unseen in "normal" engines. If the new little Honda ICE has very little internal friction in use, then perhaps that friction concern becomes a lower order than something else.Tommy Cookers wrote: ↑05 May 2017, 10:56it's interesting to me that Wazari asks here the question that I asked 5 years ago - why not design around systematically higher rpm ?
eg I suggested that 13000-14800 rpm had some advantages over 10500-12100
mainly 'boost' pressure would be lower ie the supercharging power reduced in greater proportion (eg 23000 would be NA)
the recoverable energy is at least the same at this lower boost
and much less ES energy is used in 'spooling up'
ok at that time I was assuming a mildly lean AFR not very lean
clearly if the very lean TJI or similar suffers at these higher rpm then higher rpm is not on
I'm trying to work out a reason why you would want more PU cycles for the same distance travelled.
Is it easier to run the engine on the absolute limit of knock if you have a larger number of smaller ignition events? Probably.
Do others agree?