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I'm no enginerd but know enough to know that cost, safety and reliability are among the top concerns of OEM engineers. If you're talking about aftermarket mods all they can really do is try this compression ratio with this profile cam with this fuel map, port the head, polish the trans etc etc and see where it gets them.
Has Honda maybe pushed their quest for power past their concern for reliability? possibly. Maybe their ceiling for making more power reliably isn't quite as high as a Yamaha and they need to tweak the design a bit.
The Shop
From my understanding, FCR does nearly all their own R&D for the custom one of a special order parts they use just like every other top tier team. With some assistance from Honda. Technical mostly. And they do some modeling and failure analysis. That's why FCR and not Japan supplied 114 a baseline engine spec which FCR has come a long way from and is entirely different to their own because of rules. Best in the world with CRF250F's. There's FA in those engines that sits in a box down at Parts are Us.
Can't image the cost that would eat into their budget to have an engineer (now the highest paid guy in the building) permanently based within the team running modeling and analysis programs daily for the shit they are constantly trailing in dyno engines and then practice engines in the search for an edge on the competition. This isn't mass production. That comes later. And with less performance. If that was the answer, F1 wouldn't have engine failures right? Quite happy to put a bet on they have engineers and modelling though.
Jeremy’s seemed more an electrical issue but who knows for sure.
I've worked in the automotive industry for 32 yrs. & have seen failures in my line of work. I'm a rep for a worldwide company that helps develop products by providing feedback at the ground level. I've worked for a manufacturer & distribution so I've seen both sides of the fence. What the engineers provide is a big part of the equation, but they can't replicate real world experience.
The engine banging off the rev limiter then hooking up when it lands and dropping 8000 rpm is brutal on parts.....
Little resonance issues arise that are incredibly hard to solve - some of these resonance issues are solved with a small part change with no TRUE understanding of what's fixed.
The TRUE understanding comes from phd level engineers with sub staff - a year's time - and LOTS of testing - both digitally and destructively.
OEMS essentially drive this R&D - to further understanding and lower costs down the road - and teams push the envelope of whats possible - such that the OEMS can study and it and undserstand it....
Let's not forget - even WITH billion dollar budgets - the BEST engineers - the BEST modelling software - the BEST test facilities - the BEST machining capability - the BEST assembly - F1 still undergoes failures from time to time - especially when the rules had the RPM higher.
Pit Row
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