本田ADUO引擎升级使驾驶性接近第一版规格水平
本田赛车公司社长度边浩司承认，本田F1动力单元的升级使其驾驶性接近问题重重的第一版规格水平。本田在全面回归世界锦标赛后一直举步维艰，因为新采用的技术规则要求动力单元的电动能量占比接近50%。
本田ADUO引擎升级使驾驶性接近第一版规格水平
本田赛车公司社长回顾本田最新动力单元升级的进展
本田赛车公司社长度边浩司承认，该制造商的一级方程式动力单元升级使其驾驶性接近问题重重的第一版规格水平。
本田在全面回归世界锦标赛后一直举步维艰，因为新采用的技术规则要求动力单元的电动能量占比接近50%。
尽管由阿德里安·纽维设计的AMR26赛车本身存在缺陷，但日本公司的动力单元不仅缺乏动力和可靠性，还缺乏驾驶性，存在涡轮迟滞和“随机降挡”的问题——正如费尔南多·阿隆索所描述的那样，这使得赛车表现难以预测。
夏末的底盘和引擎升级显著提升了阿斯顿·马丁的性能，以至于它现在开始与中游车队混战，在最近六轮比赛中获得了六个积分。
然而，动力单元的更新——得益于动力单元制造商的额外开发与升级机会系统——也有一些缺点。
“正如车手们所说，最大的问题是我们与竞争对手相比，动力确实不够，”渡边表示。“通过Spec 2，我们的目标是通过提高输出功率来逐步缩小这一差距。
“我们达到了为Spec 2设定的动力目标，但我们也对燃烧过程和其他区域做了一些改动。结果，驾驶性退步到更接近我们在Spec 1早期阶段所经历的情况。
“这是我们可以随着时间推移改进的地方，既通过硬件改动，也通过控制系统优化。即使在这些困难的情况下，我们也能够确认驾驶性正在改善。
“然而，我们在动力上仍然不足，这是我们需要解决的问题。”
本田目前的困境已有充分记录，此前该品牌在（正式）于2021年终止与红牛的合作后，需要一定时间让有经验的F1工程师回归。
“我认为起点是我们开发启动得较晚，”渡边详细解释道。“通过将HRC确立为赛车开发公司，我们确保了即使在基础研究层面，与F1相关的工作也能持续进行。因此开发从未完全停止。
“然而，当我们在2023年宣布回归时，我们需要尽快建立一个全面运作的开发组织，而这需要时间。我们决定比竞争对手晚一年回归，而且建立开发架构也需要时间。
“结果，我们实际上损失了将近两年。在这种情况下，我们最初专注于开发电池和电动机，这些开发周期很长。我相信我们在这些领域实现了目标，但这意味着内燃机的开发落后了。
“如果我们从一开始就能以人员齐备的组织启动开发，我们本可以将资源分配给电气化部件和发动机。但起初我们人手不足，所以我们从电气化方面开始，然后将重点转向发动机。我们奋力追赶，但随后又遇到了预算帽和运行时间限制。最终，我们未能弥补失去的进度。”
英文原文
Honda ADUO engine upgrade pegged driveability back near Spec 1 level
HRC president reflects on Honda’s progress with its latest power unit update
Honda Racing Corporation president Koji Watanabe admits the manufacturer’s Formula 1 power unit upgrade brought its driveability close to its troubled first specification’s level.
Honda has struggled on his full-fledged return to the world championship, as new technical regulations were adopted with power units featuring near-50% electrical energy.
While the Adrian Newey-designed AMR26 had flaws of its own, it was rendered unpredictable by the Japanese company’s powertrain lacking not just power and reliability but also driveability, with turbo lag and “random downshifts” – as described by Fernando Alonso.
Late-summer chassis and engine upgrades have significantly improved Aston’s performance, to the extent it is now starting to mingle with the midfield, scoring six points across the latest six rounds.
However, the power unit update – courtesy of the Additional Development and Upgrade Opportunities system for powertrain manufacturers – also had some drawbacks.
“As the drivers have also said, the biggest issue is that we simply do not have enough power compared with our competitors,” Watanabe said. “With Spec 2, our aim was to close that gap progressively by increasing the power output.
“We achieved the power target we had set for Spec 2, but we also made some changes to the combustion process and other areas. As a result, driveability regressed to something closer to what we experienced with Spec 1 in its early stages.
“That is something we can improve with time, both through hardware changes and through control-system refinements. Even amid these difficult circumstances, we have been able to confirm that driveability is improving.
“However, we are still short on power, and that is something we need to address.”
Honda’s current struggle is well-documented, after the brand required a certain time to get experienced F1 engineers back onboard after (officially) pulling the plug on its Red Bull partnership in 2021.
“I think the starting point was that we got a late start on development,” Watanabe detailed. “By establishing HRC as a racing development company, we ensured that F1-related work continued even at the fundamental research level. So development never stopped completely.
“However, when we announced our return in 2023, we needed to establish a fully functioning development organisation as quickly as possible, and that took time. We made the decision to return a year later than our competitors, and it also took time to put the development structure in place.
“As a result, we effectively lost almost two years. In that situation, we initially focused on developing the battery and electric motor, which take a long time to develop. I believe we achieved our targets in those areas, but that meant development of the internal combustion engine fell behind.
“If we had been able to start development with a fully staffed organisation from the outset, we could have allocated resources to both the electrified components and the engine. But we were short of personnel initially, so we started with the electrified side and then shifted our focus to the engine. We pushed ahead to catch up, but then we ran into the budget cap and restrictions on operating time. In the end, we were unable to make up the lost ground.”
Motorsport.com ·
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