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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.
Based on today's performance it is going to get a lot worse for McLaren before it get's better, no improvement in Power or reliability! Honda have proven themselves to be inept and show a poor understanding of what is needed to get to the front of F1!loner wrote: ↑18 Apr 2017, 20:57i'll try to connect some dots
Zak said he will be optimistic if things get better in the Russian gp thats mean there is a slim chance to see improvement in Sochi , this is ofcourse based on Hasegawa briefing to him about the upgraded PU which they testing it now and to make it ready to race so its highly likely they will skip Sochi and debut it in Spain
perhaps the decision to race it in Russia or Spain will be decided tomorrow after Stoffel test day.
godlameroso wrote: ↑19 Apr 2017, 02:03The 2016 engine is worse in every conceivable way, not only that it's a developmental dead end. They'd be as crazy as you are to want to go that route, not to mention it's physically impossible to shove that lump in the new chassis.
They have to make this power unit work, somehow, some way, as much as it pains us to watch them flounder around the back it's what must be done.
If only it were that simple.FW17 wrote: ↑19 Apr 2017, 04:54godlameroso wrote: ↑19 Apr 2017, 02:03The 2016 engine is worse in every conceivable way, not only that it's a developmental dead end. They'd be as crazy as you are to want to go that route, not to mention it's physically impossible to shove that lump in the new chassis.
They have to make this power unit work, somehow, some way, as much as it pains us to watch them flounder around the back it's what must be done.
They could have used TJI on the 2016 engine, no reason for not having it
They can use the new split turbo from 2017 on it if the rear of the 2016 engine can accommodate the turbine position
They can use the MGU H from last year in its 2016 position with the required gearing to connect to 2017 split turbo
I think the easier option is to build the new engine with the old combustion chamber - if combustion is their main area of weakness.FW17 wrote: ↑19 Apr 2017, 04:54godlameroso wrote: ↑19 Apr 2017, 02:03The 2016 engine is worse in every conceivable way, not only that it's a developmental dead end. They'd be as crazy as you are to want to go that route, not to mention it's physically impossible to shove that lump in the new chassis.
They have to make this power unit work, somehow, some way, as much as it pains us to watch them flounder around the back it's what must be done.
They could have used TJI on the 2016 engine, no reason for not having it
They can use the new split turbo from 2017 on it if the rear of the 2016 engine can accommodate the turbine position
They can use the MGU H from last year in its 2016 position with the required gearing to connect to 2017 split turbo
wuzak wrote: ↑19 Apr 2017, 05:34I think the easier option is to build the new engine with the old combustion chamber - if combustion is their main area of weakness.FW17 wrote: ↑19 Apr 2017, 04:54godlameroso wrote: ↑19 Apr 2017, 02:03
The 2016 engine is worse in every conceivable way, not only that it's a developmental dead end. They'd be as crazy as you are to want to go that route, not to mention it's physically impossible to shove that lump in the new chassis.
They have to make this power unit work, somehow, some way, as much as it pains us to watch them flounder around the back it's what must be done.
They could have used TJI on the 2016 engine, no reason for not having it
They can use the new split turbo from 2017 on it if the rear of the 2016 engine can accommodate the turbine position
They can use the MGU H from last year in its 2016 position with the required gearing to connect to 2017 split turbo
The issues with the MGUH in the past few days seem to have been coolant leaks. It could be an assembly, construction or design issue, but since Honda are not sure why it is happening I assume it is the latter.
Talking about many years, this comperation only works after 22 years of Honda mclaren partnershipwuzak wrote: ↑19 Apr 2017, 05:32They should have won WDC in 2007, instead finishing equal 2nd.. The would have won WCC if not for Spygate.
They were also runners up in 2000, 2001, 2003, 2005 and 2011. In 2003 Raikkonen lost to Schumacher by 2 points. In 2007 they lost by 1 point to Raikkonen.
They won 78 races. In 20 seasons (1995-2014). That's, on average, nearly 4 per season. That's including
In the third year of their partnership (1997) they won 3 races (Coulthard 2, Hakkinen 1). They finished 3rd (Coulthard) and 6th (Hakkinen) in the constructor's championship. They were 4th in the constructor's championship.
In the 4th season they won the WDC and WCC.
They may have won only 3 WDC, but it was quite a successful period for McLaren.
McLaren Honda are nowhere near wins in their 3rd season. They are a long way off at the moment.
Vibration issues that go undetected because the drivetrain as a whole was not bench tested I can understand (gearbox feedback). But MGU-H should be bench tested. Or do you mean pure chassis induced vibrations? They should have quite a clear view of that kind of vibrations. (At least after pre season)PlatinumZealot wrote: ↑19 Apr 2017, 05:56The coolant leaks and mguh failures may very well be caused from the vibrations. They need to get on top of the vibrations before they look at getting other things right.
they had to blame something foriegn (take no accountability ) , what better than sand. how come sand reached inside oil ?. just usual guess work. i guess we all are done with their excuses. they suspect does not work , they must find and fix exact root cause