The Formula 1 Thread - 2015
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F1.com has some insight on the McLaren-Honda engine layout.
http://www.formula1.com/news/features/2015/3/16858.html
http://www.formula1.com/news/features/2015/3/16858.html
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Honda's positioning of the MGU-H might give some clue as to the cause of their problems in testing, as theirs is the only MGU-H in close proximity to the "hot" side of the turbocharger. The Honda layout seems to defy logic - it doesn't have the packaging advantages of the Mercedes unit, which requires smaller intercoolers and positions them optimally, minimising the pipework. The downside is the length of the shaft connecting the two halves of the turbo, but Mercedes have overcome this, and it's a surprise to see that Renault and Ferrari haven't followed suit.
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
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From: Market Harborough, Leics.
Honda's positioning of the MGU-H might give some clue as to the cause of their problems in testing, as theirs is the only MGU-H in close proximity to the "hot" side of the turbocharger. The Honda layout seems to defy logic - it doesn't have the packaging advantages of the Mercedes unit, which requires smaller intercoolers and positions them optimally, minimising the pipework. The downside is the length of the shaft connecting the two halves of the turbo, but Mercedes have overcome this, and it's a surprise to see that Renault and Ferrari haven't followed suit.
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
Reliability was always going to be an issue for Honda coming new to the party this season. You can't really expect anything different.
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Originally Posted by imc27' timestamp='1425750007' post='23530948
Honda's positioning of the MGU-H might give some clue as to the cause of their problems in testing, as theirs is the only MGU-H in close proximity to the "hot" side of the turbocharger. The Honda layout seems to defy logic - it doesn't have the packaging advantages of the Mercedes unit, which requires smaller intercoolers and positions them optimally, minimising the pipework. The downside is the length of the shaft connecting the two halves of the turbo, but Mercedes have overcome this, and it's a surprise to see that Renault and Ferrari haven't followed suit.
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
But Honda's solution seems to be the worst of both worlds. I'm sure that they know what they're doing.
On the subject of Alonso, I wonder how bad his concussion might have been had the McLaren been reliable and two seconds per lap faster than anything else, rather than three seconds slower?
Reliability was always going to be an issue for Honda coming new to the party this season. You can't really expect anything different.
Honda, as you rightly say, have had at least a year to get up close and personal with the Mercedes power unit. The major advantage of which is the packaging, which sites the "cold" intake side of the turbo at the front of the engine, close to the sidepods. This means that the intercoolers, which are mounted at the rear of the sidepods, have cooler (or less hot) air from the turbo to deal with, so they can be smaller, and shorter pipe runs. It also puts part of the weight of the turbo further forward, towards the centre of the car.
It's difficult to see the logic in the Honda setup. If you wanted to make the MGU-H as hot as possible, then their solution appears to be spot on.
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