Arai interview, bit of mish mash of various sources. Some interesting parts here and there but couldnt be bothered to make concise summary so just rough translation of all.
http://www.f1-stinge...2/11/055056.php
http://www.f1-stinge...2/11/055058.php
http://response.jp/a.../11/244053.html
http://response.jp/a.../12/244078.html
"Satisfied with token arrangement?"
- At first we as newcomer were not allowed to do in season developing, but in the end we are given the average of unused tokens by other 3. We requested fairness and transparency, and in terms of fairness it reached to the level that all 4 manufacturers can agree on.
"But it will not be clear how many tokens will be available at the point of 28 Feb. Isn't it difficult to deal with in such uncertainty?"
- For instance, last year, engine itself was frozen at 28 Feb 2014 for the other teams too, but they should have continued development for '15 engine. So, same for us basically. It depends on how we will apply the homologation finally. Anyway as for using tokens, it's about for which area the newly developed parts can be used, so we think there's no problem about it.
"Dennis said something like "Honda PU has technology that has never been seen before". Could you tell us what it is?"
- Well we will see after we completed more laps. One thing is that what is important is packaging. In F1 there is strict demand aero-wise, so it is required to house compact PU in compact chassis without compromising PU performance. So we had hard time in layout and packaging. But in the end we think we could make one competitive package. Ron is confident in the package too. That also helped establish mutual trust between Mclaren and Honda.
"But you have to have output that is competitive level in order to fight with others. The development method was to achieve certain output level first, followed by securing durability and reliability next?"
- In tech designing, pursing power/output doesnt necessarily mean it will be heavier and bigger. But reliability is essential as you said, so we're preparing with that in mind.
"Do you think you can go on to be competitive enough, in a situation that Honda's new package might allow Mclaren to have better upward curve in vehicle and aero development?"
- In terms of packaging bw engine and chassis, that's true. We believe the potential is very high, and pushing development to the extent that it would be impossible to make the system smaller than currently is anymore.
- As for Jerez testing, there was big perception gap b/w our purpose of the testing and everyone's expectation. You might have expected to see us amassing many mileage on par with top teams, but things are not so easy. We made aggressive approach in packaging, so were checking to see if all system working properly and data and setting work as designed, etc, rather than outright output level. We expected lap time like that. So we aren't worried about it. You might wonder if it's ok with such big gap in numbers, but performance wasnt our objective. We think we could pass the first step.
"Are there any technology that can be fed back to roadcars? For example heat recovery, I cant imagine how heat recovery can be applied to roadcars? could you explain?"
- Heat recovery is one of technologies in current F1 that have potential to be adopted to roadcars, but it's not that it can be applied instantly. Also battery tech is one, you exchange such huge amount of electricity in very short space of time, so we're going to challenge in battery as an extension of roadcar hybrid tech. Then the most basic technology that is combustion, actually right now the efficiency of roadcar ICE is quite good. We cannot show inside the engine, but we're confident that our roadcar engine tech is at quite high level in terms of keeping ideal combustion condition. Otherwise I think we wouldnt be able to achieve current level of output. So, we understand that all those current F1 technology has future in sight and is going good direction, so that's why we decided to join and it's worth challenging.
"Different category, but last year Honda have suffered a lot in comparison to Toyota in Super Formula. In ever changing technology and regulation situations, I think heating related issue is becoming more and more serious issue. Do you have any opinion about it? Also about the new facility in Sakura, is it ok to understand that it's in full operation now?""
- As for heat, it's about whether to "suffer" or to "use it" is what we reckon. It's ICE, so it's about how effectively you burn gasoline and turn it into energy to drive the car forward. In current PU, there's heat recovery, and also if you pursue output by compressing with turbo the temp of compressor air gets high, so cooling the air down is essential, otherwise you cannot get power. There are many things, but basically it's about how well you manage the heat in order to increase efficiency, that's how we understand, and what we are challenging right now.
- Same for domestic series, heat becomes an issue if you increase output. In F1 it's more severe, so it's about striking good balance overall rather than just outright power, so chasing all aspect aggressively, and make packaging tight as a result, sth like that. We think that both utilizing heat and managing heat are essential for current and future racing and machine designing.
- As for Sakura facility, it began to operate back in Jan 2014, but hasnt reached full operation yet. Roadcar division has moved to Sakura completely. F1 development is still being done at Tochigi as well.
"Honda engine was poor in domestic series last year when brandnew engine was introduced in both Super Formula and Super GT. To be frank this gets me worried for F1. What is your idea about it and prospect?"
- Different category, but both departments working together and sharing at Tochigi. Working at higher level, so issue naturally occurs in area where development is pushed aggressively. We know it so not worried about it. For example we had tough time in first half of the year. But prior to season start, we already knew we were going to have tough time and about what. Then we could recover as the season progressed. It's just that it took some time to prepare everything and overcome issues. So we are always aware of what we have to do and the extent of the gap in front of us, rather than wandering blindly.
- F1 is extreme version of that. We have target in sight. We have to be on equal term gainst the last year's champion team. In order for that to be the case, we are challenging at higher level technologically by making aggressive approach in all area, so that us encountering problems is somewhat inevitable to some degree. We estimated how high the wall is in front of us, and prepared what countermeasures to take beforehand, and are tackling issues one by one right now. So, if I say "dont worry", I'll get called whatever people like to call, so I wouldnt say so here now, but we are working on it with mindset of "will definitely overcome difficulty". We are working under great pressure in order to be at max level possible and ready at opening race, and to meet fans expectation and please fans.
"You attended and observed F1 testing one year ago. Compared to that time, how different was it this year?"
- Last year I was sitting at grand stand of Jerez. First day saw very few action, quiet day mostly. Still, compared to that, our running was very limited. Quite different situation, I admit. I reckon that the other teams making that much running this year means that they made huge advancement from last year. We couldnt run in 1st and 2nd days but 3rd and 4th days were still comparable to last year's 1st few days at Jerez for other teams. Hybrid is working properly, so.
- That's advantageous aspect of joining 1 year later. But we had very limited running compared to rivals, which should cause anxiety. We understand the deficiency, so what we can achieve at next testing session is key. We have some unfinished tasks from Jerez, as well as what we found can be pushed more. So evaluating those and advancing development is objective for Barcelona.
"It is said that one of the reasons Ferrari struggled last year was prioritizing aero too much and making PU too compact so that they suffered from lack of power. In fact this year's Ferrari looks fatter than last years. On the other hand it's the opposite for Mclaren. If the small packaged PU indeed turns out to be competitive, that would be remarkable. What do you reckon?"
- I cant say anything about it because it's not that I can look at other teams package in detail. But we have confidence about packaging. Mclaren arent making any request for alteration in concept about it. We agree on making more aggressive approach to each other, that's how MP4-30 is born.
- I think current situation where we respect each other and exchange candidly demanding to each other is good. Innovation tend to come out in such circumstance.
- As you say, it's quite small. We made corresponding efforts, many efforts, in both externally noticeable/visible parts and internal / invisible parts. We think we could manage heat issues in that small packaging. But there are some parts that are unsolved and need further refinement, so we are dealing with it right now. Please feel free to have high expectation, yes.
- It's easy to make it bigger, but if you resort to that easy route you wont be able to fight with others. We think that both aero and power have to be pursued without compromise in order to make competitive car.
"by doing F1, what benefit is to Honda, and how has Honda as a company improved? What do you think?"
- The great thing about doing F1 is that you have to have accurate and swift decision making in limited time and tight schedule. Not only that, you are required to be capable of making instant decision on-site, without asking someone else. Engineers in charge are put in such harsh environment. There, sometimes you make correct judgement, sometimes you fail of course. Engineers accumulate experience through those processes. Swift decision in limited time frame. Even if it's not the bestest decision, you learn to hit "best possible point" in short time. Engineers can get such training naturally. That's what senior engineers in the company went through as well. So, as a method of developing/training engineers, racing is ideal place to be.
---------
Here there's vague rumor that Honda might use HCCI (Homogeneous Charge Compression Ignition) technology for F1 engine. One question above obviously wanted to ask about this. Someone asked about HCCI in Facebook Q&A session too but Arai dodged the question. Not holding my breath tho as the technology is still at quite immature stage as I understand it.
It seems they are putting emphasis on compactness/package. I just hope they arent "obsessed" with compactness this time, just like they were obsessed with "horse power" back in 00s and 90s.
Edited by muramasa, 12 February 2015 - 17:39.
This topic is locked
