从俄罗斯GP到日本GP这一个星期间，可以看到有些许的技术提升出现在铃鹿赛道上。而这
第17场F1锦标赛中，我们有一个很好的机会来观察 Honda 最新版本的 PU。
这在旭日升起之地已经成为一个传统：在身为主场的铃鹿赛道，Honda 展示了使用于 STR
13 身上的动力心脏“RA618H”。
https://i.imgur.com/gtqfd69.jpg
这具日本V6 PU保留了前代的分离式架构，涡轮和增压器为分离状态，并透过安装 MGU-H
的轴连接。从 2017 年开始，增压器不再设置于V型汽缸底部，而是采取类似 Mercedes V
6 置于前方的形式。这种方式可以增加增压器体积，并提高动力输出，但也因此要被迫重
新设计油箱。
从上图可以看到，增压器透过潜望镜形状的碳导管供给空气，借由导管穿过油箱，送到中
间位置（黄色箭头处）。压缩和冷却过后的空气（已通过中冷器），从顶部有两个进气口
（紫色箭头处）进入集气箱。再来可以看到其中一个直喷帮浦（红色箭头处），而透过凸
轮轴的驱动，这些帮浦各自可以提供 500 bar 的压力给喷油嘴。再往下看，则是负责传
输AC电力给控制盒的三相线组（橘色部分），主要是将电力转换成直流电，并让电池充电
。绿色箭头处的线组连接 MGU-H 到控制单元，而控制单元再透过蓝色线组连结 MGU-K。
来到 PU 后端，可以看到这个日本V6在黄色箭头处的部件为集气箱，蓝色箭头处则为两个
排气管，红色箭头为涡轮，下方绿色箭头所指的黑色盖板内则为离合器。
https://i.imgur.com/Dg0gIuB.jpg
在 Honda 的架构下，离合器是设置于 PU 端，而非在变速箱侧。由于 V6 Turbo 引擎的
转速较低（限转于 15,000 rpm），让离合器安置于引擎端是可行的，这种方式在过往已
经经过验证，而且相较于先前的大排量V8，扭力表现有显著地提升。而 Mercedes 也是采
用相同的配置。
在铃鹿赛道，我们也捕捉到了一个不错的视角，这个日本 V6 的电池组似乎非常紧凑，尤
其是和 Ferrari SF71H 相对比，更是如此。
https://i.imgur.com/C4XmNB6.jpg
在 Montreal 发表 Spec 2 之后，Honda 一直到了 Sochi 才正式发表了 Spec 3 的 RA61
8H。虽然输出更为有力，但这个版本也让两位车手在驾驶面上遭遇到一些问题，扭力有时
会在没有预期的状况下进行输出。这也是 Gasly 和 Hartley 要在俄罗斯GP 换回前一个
版本 PU 的原因。
为了解决这个问题，Honda 进行了 dyno-test 和最佳化，改进扭力传输。借此减缓从变
速箱产生的振动。
然而这问题似乎没有完全的解决，因为 Gasly 在周六的自由练习曾回报过，在升档时有
严重的振动，导致排位赛需采取较为保守的模式。为了解决这个问题，Honda 曾获得 FIA
的许可，在Parc Ferm擏𩨊奕﹞戴s件。但又因为某些因素，FIA在正赛起跑前，又表示反
悔，要 Toro Rosso Honda 换回原先的设定。
尽管有这些插曲，但透过排位赛的表现，动力的提升是有目共睹且毋庸置疑的。“从性能
的角度来看，我们是很开心的。也许是低转速时的一些扭矩传递，造成换挡后的振荡，我
们将会去评估从这里得到的数据，并在接下来比赛进行改善。”Honda技术总监田辺豊治
解释道。
当然，动力总成的可靠度还未最佳化，动力也许是和 Renault 在同一个层级。但尽管如
此，自从和 Toro Rosso 合作后，这家日本制造商可以在一个较为冷静的环境进行工作并
逐渐进步，并以较好的方式从可能的错误吸取经验。
原文标题：
Tech F1i: Honda gets a boost at home
原文连结：
http://f1i.com/magazine/320162-tech-f1i-honda-gets-a-boost-at-home.html
原文：
With just a week between the Russian and Japanese Grands Prix, there were logi
cally few technical evolutions implemented at Suzuka. However, the 17th round
of the F1 world championship did offer a good opportunity to get a closer look
at Honda’s latest-spec power unit.
ON HOME TURF
It has become a tradition in the Land of the Rising Sun: at its home race at S
uzuka, Honda put its engine on display, exposing the layout of the RA618H that
powers the Toro Rossos of Pierre Gasly and Brendon Hartley.
The Japanese V6 has retained the split architecture of its predecessors: turbi
ne and compressor are dissociated and connected by a shaft on which is mounted
the MGU-H. Since 2017, the compressor is no longer housed inside the "V" form
ed by the two banks of cylinders, but is installed at the front of the block,
like the Mercedes V6. This positioning helped increase the size of the compres
sor and therefore the power, but it forced a redesign of the fuel tank, hollow
ed out like its counter-part on the Anglo-German engine.
As can be seen in the picture above, the compressor is fed with air by a peris
cope-shaped carbon duct, which passes through the oil tank, pierced in the mid
dle (see the yellow arrow). On top are the two entries (purple arrows) through
which compressed and cooled air (after passing through the intercooler) enter
s the air box.
One can also see one of the two direct injection pumps (red arrow). Driven by
cam shafts, these pumps (one for each cylinder bank) deliver 500bar of pressur
e to the injector.
There are also three-phase cables (orange, as on all other engines) that trans
fer the AC power to the control box: it converts electricity to direct current
so that the battery can store it. The green cable connects the MGU-H to the c
ontrol unit, which is connected to the MGU-K by the blue cable.
COMPACT
Seen from behind, the Japanese six-cylinder shows the air box (yellow arrow),
the two pipes of the wastegate (blue arrows), the turbine (red arrow) and the
clutch, here hidden by a black cover (green arrow).
On the Honda block, the clutch is mounted on the thermal block rather than on
the gearbox. The relatively low engine speed of the turbo V6 (limited to 15,00
0rpm) makes it possible to attach the clutch to the engine, a solution already
seen in the past and preferable in view of the significant increase in torque
compared to the previous atmospheric V8. This configuration is identical to t
he one used by Mercedes.
WORK IN PROGRESS
At Suzuka, we also got a good look at the battery of the Japanese V6 which see
ms very compact, especially compared to the system fitted to the Ferrari SF71H
.
After the second specification, which appeared in Montreal, Honda introduced i
n Sochi the third and last evolution of its RA618H block. Although more powerf
ul, this version posed driving problems to both drivers, the torque sometimes
being delivered unpredictably. That's why Gasly and Hartley had to go back to
the previous specification in qualifying and in the race in Russia.
To remedy this, Honda dyno-tested last week an optimized mapping, which improv
ed the torque delivery and, therefore, mitigated the strong oscillations gener
ated in the gearbox.
However, the problem doesn’t seem completely solved, with Gasly claiming to h
ave encountered "serious oscillations when upshifting [during free practice on
Saturday], [forcing him] to adopt a fairly conservative mode of exploitation"
. To solve it, at least partially, Honda obtained from the FIA an exemption re
garding Parc Fermrules to make an overnight change on Saturday evening. For
some reason however, the FIA had a change of heart and instructed Toro Rosso,
on the grid, to revert to its previous settings.
Whatever the case, the increase in power is real and has undoubtedly contribut
ed to the good qualifying pace of the STR13 (with Hartley lining up P6 and Gas
ly P7): “From the performance point of view, we are happy. The post-shift osc
illations, maybe some torque delivery at low-RPM, we will assess the data from
here and can improve for the next race,” explained Honda technical director
Toyoharu Tanabe.
Certainly, the reliability of the powertrain is not yet optimised, and its pow
er is perhaps now only at the level of that of the Renault engine. Nevertheles
s, since partnering with Toro Rosso, Japanese engineers can work and make prog
ress in a calmer environment, and can draw the lessons from possible mistakes
in a better way.