Akayx的个人资料

HONDA去年今年引擎RA617H与RA618H对比图可以看到，RA618在体积上比RA617要“膨胀”许多，这里可以看出，为了适应麦克拉伦的车体与底盘在体积上进行了不少妥协。今年在进气与排气的设计也更为激进，不是去年的垂直进气道与小型整体包裹的等长排气歧管，进气箱的体积更大，汽缸头的倾斜角更大，不知道是否与新的燃烧室有关。这是去年的引擎RA617H这是今年的引擎RA618H

本田今天排位67很鼓舞士气，为大家展示一下今年的本田动力单元 RA618H主结构与671有很大差异，并且稍稍增加了一丢丢重量。日本站这个排位成绩很不错，马力上也有了不错的提升。本田社从不认输！

话说，我又想说一些关于HONDA引擎的小道消息了有没有人爱听的？

小道消息：本田计划将引擎升级提前到索契可能出于日本站的缘故，本田将本来计划在美国站升级的SPEC-C引擎提前到索契进行升级，这次升级的内容主要是内燃机，增压器，储能系统及电机。传闻这次升级完成后，本田的内燃机将去到750匹。

头哥：特殊的的超车技巧助我获得世界冠军

与某扑比，我们贴吧和谐多了，讲道理某扑那边大小号加起来一共4拨人，法拉利 VS 梅奔两拨与迈凯伦 VS 小红牛（实际是本田两拨），法拉利与梅奔讨论还算是理性的，算是规则内互怼。每次迈凯伦或者小红牛一方搞事情上面的人就和失了智一样互怼，特别好玩儿

腾讯解说专业性上来说还是不及央视解说啊! 在维斯塔炮撞墙那一段，程丛夫：塔炮出弯油门大了，导致后轮路肩上打滑，车滑出去了。腾讯：这是一个匪夷所思的问题

有哪位大神可以帮忙翻译一下这篇本田的技术文？ Mclaren started developing the 2015 MP4-30 with the Size-zero concept in mind. Their partner, Honda, accepted that concept and designed the RA615H, but was forced to compromise powerto keep the PU compact. What was lost in power was supposed to be gained by aerodynamic performance, but that didn't work out; poor results persisted throughout the season. Did they accept a lower output as inevitable given the dimension requirements? Or did they think that they could manage both, only to fail as a result? Kakuda admits, "I don't think we fully understood how difficult it would be. "Although he is developing the PU at HRD Sakura, Kakuda nonetheless cannot be fully certain, as he joined the program in 09l'15—after the design ofthe RA615H was ﬁnalized. Thus, his explanations for the 2015 powerunit inevitably calls upon speculation based upon his expertise, in addition to his experience. "We were starting from scratch. so we didn't fully understand the difficulty of developing a PU. This lack of understanding certainly played a part in our acceding to the chassis ' demands. when developing our first PU. However. once out on the track. we realized that there were a lot ofissues." They had ﬁtted the turbine, compressor, and the MGU-H inside ofthe V-bank, but this decision had backﬁred. "The turbocharger's position inside of the V-bank limited its size. It's difficult to increase its efficiency without making it larger. ” Unless the turbocharger's efﬁciency is increased, the MGU-H cannot be utilized fully, and the thermal energy cannot be harvested enough. This lead to an insufﬁcient deployment ofthe MGU. "Because the turbocharger was inside the V-bank. the induction system was oriented quite forcefully. When I first saw this I couldn't help but wonder. 'will this really work?' We were starting with a fresh mindset. but that resulted in us being unable to overcome reliability and performance hurdles. New regulations in 2015 allowed for variable intake systems. Such systems are usually used to change the stroke of the intake funnel. increasing the charging efﬁciency. Combined with a turbocharged engine, simply increasing the charging efﬁciency does not necessarily increase output. so the system is sometimes manipulated to shut out air. Either way. variable intake technology leads to an increase in output. so Honda adopted it without hesitation. In the RA615H, packaging needs forced the plenum chamberto be ﬂat. so the intake funnel for the cylinder banks could not be extended upward. Instead. they intersected one another horizontally. like crossed arms. Honda was attempting to change the funnel length in such a layout. “Components were moving around rapidly in such a small space. I was shocked by its complexity when I ﬁrst saw it." That complexity may have backﬁred. as the PU struggled with sticky funnels in the ﬁrst half ofthe season. The focus for the 2016 RA616H was the improvement ofthe cramped induction system. “We focused our improvements to the induction and turbocharger. On one hand. we wanted to recover the inefﬁciencies ofthe RA615H by freeing up the induction, while we also wanted to enlarge the turbochargers. Aﬂer negotiations with Mclaren. the allocated space for the engine increased somewhat. The additional space was used to raise the plenum chamber by 30mm. allowing for the branch from the plenum chamber to the cylinder head to be a more optimal shape. “Speaking of development for the 2016 season, we couldn‘t fully revamp the engine because ofthe Token system. That partly led to our decision to center our development on the turbocharger and induction. The 2017 RA617H saw widespread changes. "I recall that the current regulations were conﬁrmed in 2009. Constructors continuously competing in F1 since then were starting development quite early. but we only resumed our involvement in 2013. when our return to F1 was made public.“ The current regulations were implemented in 2014. Honda started competing in 2015. so on the surface it may seem like a 1 year delay—but Honda was lagging years behind in development. Additionally. the disparity in the quality of the development between a team that had prepared meticulously after years of continued competition. and a team that was just starting to regain its footing in F1, was quite large. Kakuda insists. though, that “it isn‘t excusable." “Once we stop competing. everything is reset. and we lose the ability to recognize the issues that others ﬁnd obvious. Those issues were a revelation to us as we developed the PU, For example. the powertrain ofthe MGU-K is one example. We struggled a lotto develop it. but other constructors already had experience from developing KERS. and must have already solved a lot of issues" One drastic change from 2016 to 2017 was the MGU—K. In the ﬁrst two years, the output ofthe MGU-K was merged into the drivetrain at the rear ofthe PU via an independent geartrain. Although this wasn‘t entirely at fault, shaft failures from vibrations frequently occurred. This issue could have been one ofthose issues that teams with KERS experience had resolved long ago. To reduce weight and friction, in addition to improve reliability. the RA617H merges the output ofthe MGU-K at the front ofthe PU instead. Issues from the newly designed MGU-K haunted the team in 2017. "We had several issues in 2017. including drivetrain issues around the MGU-K. We may havejust been lucky in ‘15 and ‘16, but attaching a gearbox to the PU changes the resonance characteristics. which in turn changes the load on the PU. We attempted to anticipate this somewhat in our dyno tests. but issues still surfaced when we took to the circuit. The newest-spec gearbox is often unavailable until immediater before the Shakedown. However. Kakuda admits that being unable to test the PU with an actual gearbox was a mistake. The mistake will be learnt from in their partnership with Toro Rosso. “We are being very careful of our evaluation, because the structure ofthe gearbox is changing. Toro Rosso's gearbox isn‘t changing much from ‘17. so we started testing with that gearbox from an early stage in development.“ There were more struggles. The RA617H saw a drastic change in turbocharger placement. Until then. it was situated inside the V—bank. but the turbine was now placed in the rear. while the compressor was moved to the front. At the same time. the shaft connecting the compressor. MGU-H. and the turbine was lowered. allowing for the MGU-H—still inside the V—bank—to be lowered too. Moving the compressor and turbine outside ofthe V bank opened Lip more space. and enabled the design ofthe induction system to be more ﬂexible. "In the second half of '15. we were unable to increase power no matterwhat we did. With the basic design already in shape. there's not much room to reduce weight. or lower the center of gravity. Reﬂecting now. our PUs Lip to the RA616H was unbeﬂtting for an F1 engine. We therefore decided to do everything we can. and moved the turbo out ofthe bank to lower the center of gravity. We also increased our ﬂexibility for the induction at the same time." In the RA615H and the RA616H. the intake funnel faced each other horizontally in the ﬂat plenum chamber. The spec 2 engine deployed for Round 10 in 2016 featured a more vertically positioned intake funnel. so the two sides converged at an angle. Combined with a straightened branch. air now ﬂowed more smoothly. The RA617H saw drastic redesigning ofthe intake ﬂow. The variable intake funnels were arranged longitudinally. not laterally. situated in the front and rear. Air ﬂowing in from the top now simply ﬂowed into the rear ofthe power unit. "[The branch up to the RA616H] had to circumnavigate the turbo. In the RA617H. we made it so that the air now ﬂows from the front to back. to retain dynamic pressure. In the RA616H. the intake was sucking up turbulent air from the side. The pipes crossed when the variable intake system was active. which caused interference at times. The RA617H has a greater region ofvariablemanipulation too. We are looking to bring it to the optimal range for each revolution range.” The protruding compressor now invaded the space for the oil tank. distorting its shape. "Because ofthat. we faced issues at acceleration/deceleration and cornering where oil was not properly delivered. or burst out." When a lot of oil was put in to ensure that it was delivered properly. it would ﬂow into the intake duct under certain conditions. The compressor than took in that air. resulting in MGU-H failures. The oil damaged the bearings. scrubbed offthe lubricant. thus increasing the temperature. "We predicted these symptoms. so we attempted to test them on the bench." They simulated the G forces from driving. and measured the lubrication ofthe oil. "Partly because the sensor was new. we were unable to use it when we wanted to: we ran out of time. and testing started. lssues arose at testing. which damaged Mclaren's trust in us." Like the MGU-K issues. the oil-related issues were also resolved and Honda are prepared for 2018. The RA617H was updated to Spec 3.8 in '17. in which Spec 3—deployed at Baku—saw major changes to the speciﬁcations around combustion. In the RA617H, a prechamber was deployed. lCEs become more efﬁcient as the air-to-fuel ratio becomes leaner. but it becomes harder to ignite. The prechamber aims to resolve this issue. When the rich mixture around the spark plug in the prechamber is ignited. ﬂames erupt in the main combustion chamber. burning the lean air. Spec 3 had resolved the technical issues around that process. "Ideally this was something we must have completed before the season started. But Mclaren wasn't willing to wait that long."says Kakuta with some regret. However. a breakthrough is in sight for 2018.

tonight,随着勒克莱尔引发红旗, 第二日测试结束

问下各位，我的触媒是不是已经报销了？ zippo日版，前天还用的好好的，昨天一次油好像加多了，然后昨天点起来就剩下中间一个小红点了，到了今天彻底点不着了，请问是不是我的触媒坏掉了？

V8 SuperCharge!!! 机增即是正义