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.
Vague at best.. He would know that is not even remotely an accurate representation of PU performance. It's just subtle jabs.. he makes a lot of them about rivals unfortunately.PlatinumZealot wrote: ↑08 Dec 2018, 23:12Toro rosso is the fastest Honda chassis so he is well within reason!
I thought so already (looking at your postings overall) but indeed, on forums humor is quite easily missed. And not only humor, much of everything is usually missed, except for the insults those usually stick (or is it just me) 
--------------- In
2018, which was the season of the fourth year after returning, Honda I updated the power unit (PU) twice. First is "spec 2" which was introduced to the 7th round of Canada in June, and another one is " spec 3 " which appeared in the 16th round of the Russian Grand Prix in September . Regarding the characteristics of each PU and how to use it, Motoabashi explained as follows.
"First of all, I will explain the specification 1 before updating, this was a conservative (conservative) specification because last year there was a problem with PU quite frequently, a penalty due to PU exchange is not this was "been imposed
in that the battle to compete for" a few tenths, because receive the grid demotion penalty, the is a large very impact for the staff that work in the field. "
" the development side Even so, the speed of development falls by coping with troubles, and while dealing with it, the negative side comes out in another meaning that it can not take the next update so easily. "
" With Toro Rosso since 2018 season As I got together, I did not learn to run as many machines as equipped with Honda's power unit on Toro Rosso's body as much as possible Do not go there was a lot. "
"To that end, even if we closed our eyes a bit to performance, we brought conservative specifications to the pre-season test, so it was better to have higher reliability, and the opening race was almost the same with specifications."
■ " We had to use it while understanding the situation of the power unit. "In the
pre-season test, Toro Rosso Honda succeeded in aging the machine by earning the third mileage out of the 10 teams following Mercedes , Ferrari . In the opening game, although trouble of MGU - H (thermal energy regeneration system) occurred in Pierre - Guthrie 's power unit, there was no serious trouble other than that. Then, we introduced spec 2 to the 7th round Canadian Grand Prix.
"Since specification 1 ran properly, spec 2 was specifications that waved to the power, even though it is said that the current F1 has a fixed amount of fuel inflow, the specification that increased combustion efficiency "
This specification 2 was used up to the 15th round of Singapore GP in September. However, Honmohashi Deputy TD said that it was used differently depending on the race, even with the same spec 2.
"From spec 2, we used it while grasping the situation of the power unit at the site properly, because the new PU has characteristics different from the PU that we used until the end."
"Of course, its characteristics are also grasped by bench tests, but there are parts that you do not know unless you actually mount it on the car body and do not actually run.If you do not properly understand its characteristics, the original performance If you can not pull it out, you could develop into a problem in terms of trust, so we used it while grasping exactly what we do in the field. "
" That is, at first, I did not use it that way so much. I understood that I gradually attacked while understanding the characteristics, I think that I
had finished using the performance that I had at last until about the summer vacation (Hungarian GP). " Hungarian GP has entered the Q2 for the first time this year for the first time this year Toro Rosso Honda. Because Mr. Honjo Vice TD said that the communication was improved in Summary (2), Honda was able to use it considerably in specification 2 even in terms of hardware.
And specs 3 appeared in the free practice of the Russian Grand Prix at the end of September. However, with its specification 3, Honda suffered from oscillation (resonance).
"The vibration to the drive system such as the gearbox will change depending on how the engine emits torque.If there is a part where the combustion of the engine is unstable even a little unstable torque will not be stable Then it will trigger another vibration and this time it will trigger another vibration.I think that the stuffing of that side is a little sweet to use Spec 3 3 "
To respond to this problem Although it took a bit of time, it did not recur after the Mexican GP. In other words, it is not a structural problem of spec 3, but it can be said that there was a problem in how to use according to the characteristics of spec 3. As for coping with this problem, it revealed that "Improvement of oscillation has basically coped with data setting".
■ Honda and Toro Rosso staff who achieved great growth
started "more selfish" at spec 1, jumped up with spec 2, and finished the season with spec 3 in the 4th year Honda. However, what has evolved is not just the hardware called the power unit. Honda staff also grew big, along with these three specs.
Some information I know is correct.Tommy Cookers wrote: ↑30 Nov 2018, 12:55would conventional ignition allow F1 to run at 1.6 lambda ?godlameroso wrote: ↑30 Nov 2018, 07:04Prechamber or not, flame out would happen somewhere around 1.6, so for gasoline that would be a practical limit....
afaik we know Honda has road engines on road fuel that (with PI and preheat) run homogeneously at 2 lambda
and F1 fuel is presumably optimised for combustion qualities
don't people think that TJI-type combustion allows leaner combustion ?
or do they think it is only used for faster initiation of combustion ?
design cooling capacity surely means F1 can sustainably run sub-optimal leanness only with lower MAP than is available
yes I have suggested that briefly running less lean at max fuel rate is intended and used
given that high MAPs/exhaust pressures don't yield greater turbine recovery
Pressure rise rate per crank angle with TJI, and more importantly cylinder to cylinder pressure variance, cycle to cycle CoV coefficient of variance which is solved with model controlled not map based power train control as your really controlling two chambers lambda and their interaction.PlatinumZealot wrote: ↑11 Dec 2018, 01:50Great story bro!
So the new combustion regimes carry their own torque characteristics and as result vibration characteristics sometimes leading to resonance and these characteristics have to be understood and alleviated with adjusted engine tuning (probably ignition, fuel injection, and VLIM? - ERS?)
But the article states (though not explicitly) that an edit of the engine maps solved the problem.MarcJ wrote: ↑11 Dec 2018, 12:42Pressure rise rate per crank angle with TJI, and more importantly cylinder to cylinder pressure variance, cycle to cycle CoV coefficient of variance which is solved with model controlled not map based power train control as your really controlling two chambers lambda and their interaction.PlatinumZealot wrote: ↑11 Dec 2018, 01:50Great story bro!
So the new combustion regimes carry their own torque characteristics and as result vibration characteristics sometimes leading to resonance and these characteristics have to be understood and alleviated with adjusted engine tuning (probably ignition, fuel injection, and VLIM? - ERS?)
Possible mechanical solutions to crank torsional vibration, inertial variance due side thrust could be aggressive move to using
Steel pistons to improve kinematic behavior of the crank mechanism and more homogeneous surface temperature, lower crevice volume in top land and reduced blow by other advantages that would be highly advantageous operating in this combustion regime and operation.
Interesting to know if this change of the engine maps implied a decrease in the total KW the PU was expect to develop.PlatinumZealot wrote: ↑11 Dec 2018, 16:35But the article states (though not explicitly) that an edit of the engine maps solved the problem.MarcJ wrote: ↑11 Dec 2018, 12:42Pressure rise rate per crank angle with TJI, and more importantly cylinder to cylinder pressure variance, cycle to cycle CoV coefficient of variance which is solved with model controlled not map based power train control as your really controlling two chambers lambda and their interaction.PlatinumZealot wrote: ↑11 Dec 2018, 01:50Great story bro!
So the new combustion regimes carry their own torque characteristics and as result vibration characteristics sometimes leading to resonance and these characteristics have to be understood and alleviated with adjusted engine tuning (probably ignition, fuel injection, and VLIM? - ERS?)
Possible mechanical solutions to crank torsional vibration, inertial variance due side thrust could be aggressive move to using
Steel pistons to improve kinematic behavior of the crank mechanism and more homogeneous surface temperature, lower crevice volume in top land and reduced blow by other advantages that would be highly advantageous operating in this combustion regime and operation.
(1) Pistons materials 5.17.1:- “Aluminum ally which is either AL-si, AL-Cu, AL-Mg, or AL-Zn based. The rules essentially allow the following. (1) 2000 series aluminum alloyed with cooper. (2) 4000 series aluminum alloyed with silicon. (3) 5000 series aluminum alloyed with magnesium. (4) 7000 series aluminum alloyed with zinc. In my personal opinion what is being used is called RR58, its composition is AL (93.7%). Cu (2.3%). Mo (1.6%). Fe (1.1%). Ni (1.0%). Si (0.18%). Ti (0.07%). RR58 was originally developed by Rolls Royce in 1930.
1) Where does it say you can't use steel pistons? (Edit: Alloyed Steel we're talking about here)saviour stivala wrote: ↑12 Dec 2018, 11:19(1) Pistons materials 5.17.1:- “Aluminum ally which is either AL-si, AL-Cu, AL-Mg, or AL-Zn based. The rules essentially allow the following. (1) 2000 series aluminum alloyed with cooper. (2) 4000 series aluminum alloyed with silicon. (3) 5000 series aluminum alloyed with magnesium. (4) 7000 series aluminum alloyed with zinc. In my personal opinion what is being used is called RR58, its composition is AL (93.7%). Cu (2.3%). Mo (1.6%). Fe (1.1%). Ni (1.0%). Si (0.18%). Ti (0.07%). RR58 was originally developed by Rolls Royce in 1930.
(2) 5.10.1 500 bar max pressure. 5.10.2 One direct injector per cylinder. What I can see is ‘in-cylinder wall from exhaust side inserted injectors. What I can see in the Mahle TJI pre-combustion chamber is both the injector and the plug are inserted inside the pre-combustion chamber.
