本田第二次动力单元升级后仍受涡轮迟滞困扰
本田在马德里使用第二次ADUO升级后仍受涡轮迟滞困扰，能量回收较多的赛道上驾驶性低于预期。阿隆索在新加坡赛后指出本田动力单元存在驾驶性问题。
本田第二次动力单元升级后仍遇意外问题
即便已在马德里用上第二次ADUO升级，这家日本制造商仍在与涡轮迟滞作斗争。因此在能量回收较多的赛道上，驾驶性低于预期
在马来西亚经历了一个意外成功的F1比赛周末后，阿斯顿·马丁对新加坡的期望也很高，这条赛道纸面上本应适合AMR26。
然而滨海湾街道赛道的竞争力表现相当令人失望，费尔南多·阿隆索在赛后指出本田动力单元存在问题，尤其是在驾驶性方面。
本田随后将其工程师和动力单元都送回樱市进行更深入的调查。这些检查并未发现任何具体的硬件故障。相反，结果显示这家日本制造商主要是在与涡轮迟滞作斗争——即涡轮增压器加速所需的时间，也就是踩下油门与感受到涡轮介入效果之间的延迟。
这本身并不是一个新问题。事实上，它是赞德沃特引入的新动力单元规格影响驾驶性的因素之一。但正因如此，本田在马德里使用了其今年第二个额外研发升级机会配额，引入了一款旨在消除该问题的新涡轮增压器。
然而，在接受Motorsport.com采访时，本田首席赛道工程师折原慎太郎透露，这个问题在新加坡出人意料地再次成为问题。
“尽管我们引入了新的涡轮增压器来管理涡轮迟滞，但由于独特的赛道布局以及能量充沛的情况，我们在新加坡仍然难以管理这种迟滞。这给车手带来了一些不稳定的加速，”折原承认道。
本田赛车公司赛道现场总经理兼首席工程师折原慎太郎
当被问及是否可以通过在不同于通常位置部署MGU-K来部分补偿涡轮迟滞时，折原解释说，这只能在一定程度上起作用，尽管他强调MGU-K以另一种方式加剧了这个问题。
他说：“MGU-K的部署可以帮助[对抗]涡轮迟滞，但不足以补偿它。如果我们去能量丰富的赛道，我们通常利用MGU-K的能量回收来补偿涡轮迟滞。如果我们有足够的MGU-K回收功率，那么发动机可以在收油路段以高工作点运行。”
“这有助于改善涡轮迟滞，这很好，但如果我们去能量丰富的赛道，有时由于能量丰富的情况，很难获得足够的MGU-K回收值。在这种情况下，发动机的运行模式不足以控制涡轮迟滞，这就是我们在新加坡挣扎的原因。”
本田在樱工厂检查期间未发现具体问题，这一事实可能引发担忧。毕竟，这表明当阿斯顿·马丁重返能量密集型赛道时，同样的问题可能再次出现。
然而，本田强调已吸取教训，并采取了新措施——不是在硬件方面，而是在本田通过软件和设置操作动力单元的方式上。
“是的，我们从新加坡学到了一些东西，因此我们正在为未来准备对策，”折原表示。“我们明白需要改进对涡轮迟滞的控制。目前，我们的控制未能满足车手需求，所以我们采取了一些对策。但同样，我们需要检查这些对策在动力单元上的效果。”
阿斯顿·马丁在新加坡学到的心理教训
至于新加坡站，阿斯顿·马丁首席赛道官迈克·克拉克表示，失望情绪因进入比赛周末时期望过高而进一步加剧。这也是阿斯顿·马丁已经吸取教训、并将在奥斯汀力求避免重演的问题。
当被Motorsport.com问及这种失望时，克拉克说：“我一直把它们称为情绪动态。我认为雪邦站的结果可能让我们感到意外，并且把（对新加坡站的）期望值抬高了，甚至可能超出了现实水平。
“而当由于各种原因未能兑现时，每个人都会感到失望，整个周末也会变得更加艰难。这一点非常清楚。”
然而，这类因素很难预测，特别是因为可驾驶性无法被模拟工具完全捕捉，克拉克也承认了这一点。
“有些情况在模拟中确实无法得到如此清晰的画面，”他说，“例如，这会让你付出多大代价？如果你遇到延迟，或者像折原提到的MGU-K停止工作，以及它如何影响驾驶性。这超出了简单的灵敏度模拟范畴。”
迈克·克拉克，阿斯顿·马丁首席赛道官
除了了解确切原因和本田已采取的措施外，克拉克强调，车队还从新加坡的挫折中吸取了心理层面的教训。
“我认为，在这样的事件之后重新集结很重要，要试着理解为什么会发生，我们在哪些方面吃了亏，然后从中吸取正确的教训，”他说。
“而且（同样重要的是）要稍微更好地管理我们的预期，或者至少在管理预期时，要考虑到可能影响预期的一系列风险，而我们在新加坡没有这样做。”
英文原文
The unexpected problem Honda encountered despite its second F1 power unit upgrade
Even after using its second ADUO upgrade in Madrid, the Japanese manufacturer is still struggling with turbo lag. As a result, driveability on energy-rich circuits proved to be below expectations
Following a surprisingly successful Formula 1 weekend in Malaysia, expectations were also high at Aston Martin for Singapore, a venue that should have suited the AMR26 on paper.
However, the competitive picture at the Marina Bay Street Circuit proved rather disappointing, with Fernando Alonso pointing to problems with the Honda power unit after the race, particularly in terms of driveability.
Honda subsequently sent both its engineers and power units back to Sakura for more in-depth investigations. Those checks did not reveal any specific hardware fault. Instead, it emerged that the Japanese manufacturer was primarily struggling with turbo lag – the time it takes for the turbo to spool up, and therefore the delay between pressing the accelerator and feeling the effect of the turbo kicking in.
That is not a new problem in itself. In fact, it was one of the factors that hampered driveability with the new power unit specification introduced at Zandvoort. But it was precisely for that reason that Honda used its second ADUO token of the year in Madrid to introduce a new turbocharger intended to eliminate the problem.
However, when asked by Motorsport.com, Honda's chief trackside engineer Shintaro Orihara revealed that it had unexpectedly become an issue again in Singapore.
“Even though we introduced a new turbocharger to manage turbo lag, we still struggled to manage that lag in Singapore because of the unique track layout and also the energy-rich situation. That has given some unstable acceleration to the driver,” Orihara admitted.
Shintaro Orihara, Honda Racing Corporation Trackside General Manager and Chief Engineer
Asked whether the turbo lag could be partly compensated for by deploying the MGU-K in different places than usual, Orihara explained that this only works to a certain extent, although he stressed that the MGU-K had contributed to the problem in a different way.
“MGU-K deployment can help [against] turbo lag, but not enough to compensate for it,” he said. “If we go to energy-rich tracks, we normally use the MGU-K harvesting to compensate for turbo lag. If we have enough MGU-K harvesting power, then the engine can run at a high operation point in the off-throttle sections.
“That helps turbo lag and is nice, but if we go to energy-rich circuits, sometimes it's difficult to get enough MGU-K harvesting value because of the energy-rich situation. In that case, the operation mode of the engine is not enough to control turbo lag and that's why we struggled at Singapore.”
The fact that Honda found no specific problems during its checks at the Sakura facility could potentially raise concerns. After all, it suggests that the same issue could arise again when Aston Martin returns to an energy-rich circuit.
However, Honda stressed that lessons have been learned, leading to new measures – not in terms of hardware, but rather in how Honda operates the power unit through software and settings.
“Yes, we have learned some things from Singapore, so we are preparing countermeasures for the future,” said Orihara. “We understand that we need to improve our control of the turbo lag. At the moment, our control is not meeting the driver demands, so we apply some countermeasures. But again, we need to check how those work on our power unit.”
The mental lesson Aston Martin learned in Singapore
As for Singapore, Aston Martin's chief trackside officer Mike Krack said the disappointment was compounded by expectations being too high heading into the race weekend. That, too, is something Aston Martin has learned from and will seek to avoid repeating in Austin.
“I always call them the emotional dynamics,” Krack said when asked about the disappointment by Motorsport.com. “I think Sepang probably surprised us in terms of outcome and it raised the expectation level [for Singapore] maybe even beyond what was realistic.
“And when you do not deliver it for various reasons, then everybody becomes disappointed and it gets more difficult over the weekend. That is very clear.”
However, such factors are difficult to predict, particularly because driveability cannot be fully captured by simulation tools, as Krack also acknowledged.
“It is something that in simulations you cannot really have this clear picture,” he said. “How much will this cost you, for example? If you have lag or what Orihara was mentioning about the MGU-K stopping, and how it affects the drivability. This goes beyond simple sensitivity simulations.”
Mike Krack, Aston Martin Chief Trackside Officer
Aside from understanding the exact cause and the measures Honda has taken, Krack stressed that the team has also learned a mental lesson from the setback in Singapore.
“I think it is important to regroup after such an event and try to understand why it happened, in which areas did we lose out and then take the right learning from it,” he said.
“And [it’s also important] to manage our expectations a little bit better, or at least when you manage expectations, that you have a set of risks that could affect it, which we didn't do in Singapore.”
Motorsport.com ·
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