no wonder they got safety issues
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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.
no wonder they got safety issues
That's quite some 'facts' that are still not backed up by pictures I have seen and that other members on the forum have doubts about.
And the winning lottery numbers are...Although Honda continues to have reliability problems, the fundamental design of the power unit is valid and will eventually become both powerful and reliable.
Surely that would not be permitted?Rather than a large centrifugal fan, there are a series of smaller fans along a shaft.
Because you are never going to see one single picture backing it up. Understand that behind those sketches ALOT of work was done, a lot of observation.Jef Patat wrote:That's quite some 'facts' that are still not backed up by pictures I have seen and that other members on the forum have doubts about.
And the winning lottery numbers are...Although Honda continues to have reliability problems, the fundamental design of the power unit is valid and will eventually become both powerful and reliable.
Right. Scarbs has been wrong before, as have others in his line of work. It doesn't mean we don't appreciate it. There is nothing wrong with being skeptical. And he may be correct here, too.ferkan wrote:Nothing against Scarbs, I feel he is doing beautiful work, but just two days ago he said compressor is at the front od the engine. Girogio Piola actually draw Honda PU with centrifugal compressor in the V, and mgu-h between it and turbo a month ago.
That's too easy. That way everybody can state assumptions as facts. I'm not saying he is wrong I'm just saying that I have not seen anything that points in that or another direction. In my opinion that makes it an educated guess, admittedly from a very educated individual, but still not a fact. And the tone of the article is facts, as was his post a couple of days ago: http://www.f1technical.net/forum/viewto ... 83#p576883turbof1 wrote: Because you are never going to see one single picture backing it up. Understand that behind those sketches ALOT of work was done, a lot of observation.
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So I think you should trust him on this one.
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He has at the very least the credibility backing it up.
As a MCL fan I hope that as well, but I'm hoping, not stating.turbof1 wrote:Maybe his last line was a bit subjective, but personally I also believe Honda will get it right eventually.
It's not, only one stage is permitted.hurril wrote:Surely that would not be permitted?Rather than a large centrifugal fan, there are a series of smaller fans along a shaft.
, well atleast the cat is out of the bag a little bit, and tv should follow up on this story in barcelona Mind sharing sources that show data to backup the claim of an axial compressor with such high pressure ratios?dren wrote:Right. Scarbs has been wrong before, as have others in his line of work. It doesn't mean we don't appreciate it. There is nothing wrong with being skeptical. And he may correct here, too.ferkan wrote:Nothing against Scarbs, I feel he is doing beautiful work, but just two days ago he said compressor is at the front od the engine. Girogio Piola actually draw Honda PU with centrifugal compressor in the V, and mgu-h between it and turbo a month ago.
As for the dualboost, I am not sure how the rules would qualify it. Maybe as long as the one side of the wheel doesn't compress and feed into the second side, it could be considered one stage?
It looks like, after a bit of reading, you can achieve pressure ratios over 2 for a single stage in an axial compressor.
Probably a 'poor' source, but I was reading the wiki page for individual stages for axial compressors. The 'over 2' is for research compressors, at supersonic speeds. Yes a stretch, but that's what it states. Ron Dennis went on and on about the tech never used before on this PU at the season start, so maybe there is some validity to this?trinidefender wrote:Mind sharing sources that show data to backup the claim of an axial compressor with such high pressure ratios?dren wrote:Right. Scarbs has been wrong before, as have others in his line of work. It doesn't mean we don't appreciate it. There is nothing wrong with being skeptical. And he may correct here, too.ferkan wrote:Nothing against Scarbs, I feel he is doing beautiful work, but just two days ago he said compressor is at the front od the engine. Girogio Piola actually draw Honda PU with centrifugal compressor in the V, and mgu-h between it and turbo a month ago.
As for the dualboost, I am not sure how the rules would qualify it. Maybe as long as the one side of the wheel doesn't compress and feed into the second side, it could be considered one stage?
It looks like, after a bit of reading, you can achieve pressure ratios over 2 for a single stage in an axial compressor.