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.
I gave another example of when BMW updated the M20 engine, which was a 2 valve per cylinder, to the M50, which is 4 valves per cylinder. Same bore, same displacement, almost the same valve lift. Later variants of the engines had higher lifts of course, but nowhere near the half lift. I am only giving a practical example - not arguing with your theory.
Yes, this is from the 2016 season.Hino wrote: ↑16 Jan 2018, 23:09It will be a couple of days til I can get it finished. Here's a little snippet that mentions a Tanol additive to fuel mixture.
https://i.imgur.com/ZKH1KhA.png
"It's fair to say the starting level was almost equivalent from last year - peak power was almost equivalent, but low- rpm power was very down," Hasegawa concedes. "It had huge gaps from something like 9000-10,000rpm - no torque. It's OK on the dyno, but when we used upshift and went from 10,000 to 9000, torque decreased dramatically.
"It will create a big oscillation. The dyno's inertia is huge, so it doesn't create a big problem, but the inertia of the car itself is much less. Such a big torque drop was creating a big oscillation."
This made the car extremely difficult to drive (when it was running) until Honda modified the intake system for May's Spanish Grand Prix, which helped recover the lost bottom-end power and driveability. Until then, the drivers were forced to change gear at odd points. You could hear the graunching sounds as the transmission protested the unusual upshift and clutch settings required to avoid this torque drop.
"Other than the target performance we very much had an issue with reliability," admits Hasegawa. "We had so many issues with the oscillation, and also the MGU-H bearing. It also comes from the oil blowing from the oil tank. The oil came to the bearing of the turbine and the turbine bearing was seizing or about to seize - that was creating an issue.
"The bearing itself was not changed from last year, although the package is different, but last year we didn't have such oil blowing from the oil tank because we had a conventional design. Actually, this is just an excuse - we studied very much for every area we changed - but we didn't allow for something besides that area, like the oil-tank configuration, so we had many issues that we didn't expect from our modification.
Something to do with oil air seperation in the oil tank not working as it should.
Wazari, would you prefer if the regs allowed for rotary valves http://home.people.net.au/~mrbdesign/PD ... echBRV.pdf, VVT and or Freevalve style systems?
I am sure it has to do with the scavenging of the bearings rather than the oil feed.
