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.
That looks like spain right ?Abarth wrote:Very interesting, thanks.dero wrote:frame with telemetry/graphs from the video, dont know how to get embeddable link from google drive files.
https://drive.google.com/file/d/0BzJbWV ... sp=sharing
I don't even know how to extract frames from a video, go figure....
Are there more frames of this telemetry? I remember an older video, but this seems much better readable.
Yup, this is Barcelonadiffuser wrote:That looks like spain right ?Abarth wrote:Very interesting, thanks.dero wrote:frame with telemetry/graphs from the video, dont know how to get embeddable link from google drive files.
https://drive.google.com/file/d/0BzJbWV ... sp=sharing
I don't even know how to extract frames from a video, go figure....
Are there more frames of this telemetry? I remember an older video, but this seems much better readable.
Everything else we hear about 500 bar in the 2015 Mercedes has not been confirmed yet so it is a bit of a crapshoot. This could also be a very old screen too. Honda might have upgraded to 500 bar since then. Again we have not confirmation of this... so it anyone's guess.Abarth wrote:Seems a transient or part load condition.
Interestingly enough, the fuel pressure is 300 bar. I thought Honda was adopting pump/injectors with 500 bar capability (the limit of the regulations).
If you change the size of the turbine you should also change the size of the compressor if you want to run the turbine at the maximum possible efficiency, unless of course the compressor and turbine were mismatched to start withYou are right, but you are constantly talking about the size of the compressor, which is, in my opinion and I think also the one from Arterius, less important than the turbine size. The compressor should only be matched such that the desired boost pressure is delivered, which is fairly well known under the teams I assume due to the fuel flow limit, also last year. However, the turbine should be sized to extract as much energy as possible from the exhaust gases, which was underestimated for example by Ferrari last year and I think Honda this year.
the fuel FLOW is maxed out at 10500rpm, the power would be dropping past thatWilliamsF1 wrote:595 HP @ 10000 rpm Does that mean 725@12000???
http://i1267.photobucket.com/albums/jj5 ... 3b3xbj.jpg
Ferrari's MGU-K placement is certainly...interesting. All other manufacturers put it below exhaust manifolds, and integrated neatly "inside" engine block. Ferrari's solution takes more space, moves MGUK to the back of the car and away from CG and gives them one more hot part where the engine cover should get tighter therefore making that much harder. Maybe thats why Italian press and Arrivabene said they will rework parts of engine (cylinder head and placement/design of MGUK) for next upgrade. Would make sense since this does not...
The fuel pressure is probably variable. You won't see 500 bar at part load.PlatinumZealot wrote:Everything else we hear about 500 bar in the 2015 Mercedes has not been confirmed yet so it is a bit of a crapshoot. This could also be a very old screen too. Honda might have upgraded to 500 bar since then. Again we have not confirmation of this... so it anyone's guess.Abarth wrote:Seems a transient or part load condition.
Interestingly enough, the fuel pressure is 300 bar. I thought Honda was adopting pump/injectors with 500 bar capability (the limit of the regulations).
Another interesting thing is the flow into the fuel flow meter is different from the flow through the injectors. I guess it depends on how they integrate the instantaneous values.
The fuel is hot too. 70 deg as someone else pointed out. I think this temperature rise is from pumping the fuel and heat transfer from the cylinder head?
IIRC, Ferrari moved the MGUK this season.ferkan wrote:Ferrari's MGU-K placement is certainly...interesting. All other manufacturers put it below exhaust manifolds, and integrated neatly "inside" engine block. Ferrari's solution takes more space, moves MGUK to the back of the car and away from CG and gives them one more hot part where the engine cover should get tighter therefore making that much harder. Maybe thats why Italian press and Arrivabene said they will rework parts of engine (cylinder head and placement/design of MGUK) for next upgrade. Would make sense since this does not...
