Wouter wrote: ↑05 Jan 2021, 10:44
GhostF1 wrote: ↑05 Jan 2021, 03:10
Wouter wrote: ↑04 Jan 2021, 20:38
I have read both pages, but I cannot find where these claims come from. I don't see anyone's name from Honda anywhere.
Are they all assumptions made by the writer, Mineoki Yoneya , are they rumors he has heard?
Yamamoto told other things in the two-part interview last week.
That would make sense with what Tanabe-san said, Honda's overall engine concept remains the same but a lot of parts are brand new particularly with regards to the ERS system. Yamamoto in reference to "other suppliers" and "major changes" sounds like he is referring to Renault changing their entire architecture to be that of the Honda/Mercedes form for 2022.
Thank you @GhostF1, that makes sence.
I still want to know who said these things in the article, I can't find it. @Snorked maybe?
Imagine you have an engine, you modify a component in that engine to work better, maybe you redesign a water jacket, or oil passage, or you upgrade certain components. For instance you realize you need new pistons, and as a result you need stronger rods, so you have to modify the crank, and then you realize you need to strengthen the crank girdle, so you use machine learning to improve strength and reduce weight. Then your design creates slight oil pressure loss, so you iterate, and improve rigidity of the girdle so it maintains oil pressure. Now you have the same basic layout, and the same pieces, but modified so far from their originally used design in 2020 that you can essentially call it a brand new engine.
What if you have to use a different firing order on the same engine to tame a certain resonant frequency. Then you have to make some modifications to the engine to accommodate that.
Then also consider that there is an in season engine upgrade, perhaps that is what Honda meant by accelerating the release of the 2022 engine, which would use 10% biofuel?
Imola, much to Gasly's dismay, was a sort of eureka moment for Honda regarding energy management, and how to extract more from the MGU-H, they refined this. And in Abu Dhabi, they put all they had learned since then to good use for the qualifying lap. Using the right amount of energy on other parts of the track and deploying slightly less on the long straights proved crucial.
The new power unit builds on this knowledge, and improvements in thermodynamic efficiency(higher compression ratio) means they can use more fuel towards MGU-H regen.
40hp* once they get the little kinks out of it. It's nothing combustion related, or strength, it's small parts that are being troublesome, and are crucial for reliability. Once sorted the asterisk will be removed.