I don't think it's true. As I recall from when I looked at the table, pretty much everything could be changed with ADUO.
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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.
I don't think it's true. As I recall from when I looked at the table, pretty much everything could be changed with ADUO.
https://www.formula1.com/en/latest/arti ... hatgpt.comBadger wrote: ↑11 Sep 2026, 20:26A smaller turbo will need to spin extremely fast to reach the max allowed boost at higher altitude, this creates reliability issues (and there's a max turbo rpm too, 100k IIRC). Also, we've already established it's the MGU-H that span up the turbo on those cars, so the loss of exhaust gas doesn't matter because the turbo was always spooled. There's a reason RB was able to win in Mexico 2017 and 2018 with the infamous Renault engine (which had a larger turbo than the competition).diffuser wrote: ↑11 Sep 2026, 19:27It's the other way around. Smaller turbo will find it easier to reach max boost. They are lighter and spin more freely, therefore, deal better with loss of exhaust gas cause by thinner air at altitude.Badger wrote: ↑11 Sep 2026, 18:50
Holy AI slop
F1 has a max boost pressure and a max turbo shaft RPM, so smaller turbos may struggle to reach max boost at higher altitude due to the RPM limit and reliability. A larger turbo will not need to spin as fast to reach the same boost. The trade-off under normal circumstances would be more lag on the larger turbo, however, the era we are talking about (2014-2025) had the MGU-H which spun up the turbo independent of exhaust flow to eliminate all turbo lag. This made larger turbos significantly better at altitude. Honda likely ran bigger turbos during the years where they were more competitive at high altitude (2019 for example).
AI isn't covering up the gaps in your knowledge mate, it's exposing them.
I agree, I don't think the size is restricted by ADUO if granted. I do also believe changing the size of the turbo within a season is costly. Depending on it's packaging, it could require much more architectural changes to achieve, thus the only sensible route is to change the internal shape and A/R ratio, blade shape, count, possibly keeping the external dimensions the same but increasing the volume, perhaps with thinner walls of the turbine housing? That has consequences too.mzso wrote: ↑11 Sep 2026, 23:20I don't think it's true. As I recall from when I looked at the table, pretty much everything could be changed with ADUO.
There is a turbo max size in the regs that need to be respected. So you can increase the size with ADUO but not beyond the max size.ispano6 wrote: ↑12 Sep 2026, 02:05I agree, I don't think the size is restricted of ADUO. I do also believe changing the size of the turbo within a season is costly. Depending on it's packaging, it could require much more architectural changes to achieve, thus the only sensible route is to change the internal shape and A/R ratio, possibly keeping the external dimensions the same but increasing the volume, perhaps with thinner walls of the turbine housing? That has consequences too.
Like Badger mentioned correctly Honda made use of the MGUH to assist the turbo, and that is gone now. So a small turbo concept could have been a mistake for this season. Alonso did get off the line and make up 10 positions in the opening laps of some early races, but dropped back after the other cars harvested more. So maybe what Asaki is saying is reflective or Honda's approach they needs to reconsider.