CONSUMPTION REMAINS CRITICAL
Honda’s ICE still lacks around 50bhp to match the power output of the Mercedes benchmark, while also using more fuel. That’s why Alonso and Button are often asked to save fuel during races, even when their cars carry a heavier load than their rivals’ and are at the 100kg limit.
Developing a lean-burn technology such as Ferrari’s Turbulent Jet Ignition could address this weakness. Honda, which introduced a system of pre-chamber in the 1970s under the name of ‘Compound Vortex Controlled Combustion’ (CVCC), has been looking into TJI but has yet to implement it.
On the image above, the eagle-eyed amongst our readers will have spotted the three ignition coils (one per cylinder), the ERS cooler behind the plenum, part of the MGU-K cable, etc.
After last year’s challenging campaign amid engine performance and reliability woes, the McLaren-Honda MP4-31 appears to be a clean, updated version of its troublesome predecessor.
But while it has been efficient in low-speed corners, it continues to struggle through high-speed sections and remains some way behind the frontrunning cars. Will next year’s technical overhaul boost McLaren-Honda’s recovery and propel the British team and Japanese manufacturer back to the sharp end of the field?
Theoretically, scrapping the token system will enable Honda to introduce a bigger turbocharger and implement pre-chamber concepts like Mercedes and Ferrari. More power should also result in being able to run more downforce, though there will be an increase in drag as well. Honda has been closing the engine gap, but its troubled return to F1 has effectively written off McLaren’s 2015 and 2016 campaigns.
On the chassis side however, chief engineer Peter Prodromou could have a slight edge if the 2017 regulations have indeed been based around the package put forward by McLaren, as reported by renowned journalist Mark Hughes.
Under the skin of the Ferrari SF16-H
Under the skin of the Mercedes W07
Under the skin of the Red Bull RB12
Under the skin of the Haas VF-16
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