Our enemies are decidedly preferred a rare humor. Imagine that they come to unveil all the secrets of their turbo V6! Better late than never …
Today this famous engine left the scene, as a word of it, of course. They even delivered diagram and curves … What do you want to know? Hear more about the boss, Osamu Goto.
” Due to a technical rule change each year for the past four seasons, we had to modify our engines regularly to keep them competitive. In 85 and 86 in the absence of a limit pressure, our main objective was to get a big punch through a very high pressure. We had to then work our reliability, particularly at the pistons and exhausts. The pressure was limited to 4 bars at 87 and two became important aspects: increased rpm limits to very high (for power) and development of a pressure control system capable of keeping us as close as possible to 4 bars without triggering the pop-off valve. In addition we achieved a fuel high content of toluene in order to better exploit the rule of 195 liters .
However, we know that Honda ran a policy much less “Catholic” in pressure, since the pop-off valve 87 was nothing sophisticated. Rather, it was enough to blow 5 bars to accept to make 4.3 or 4.4 engine … Honda was not alone in enjoying the windfall.
Change of scene at 88. New pop-off valve pneumatic, set at 2.5 bar, and limiting consumption to 150 liters. Honda does not mean panic. Its powerful V6 has decreased, certainly, but it remained the best.
” We worked on several fronts , “said Goto. ” Use of ceramic turbine and looking for a better consumer. RA168E The V6 type was not designed with this in mind that efficiency . ”
The electronics has obviously played an important role in this hunt liters superfluous but also a few tricks. Thus, the bore and stroke, 79 x 50.8 mm. (Ratio 0.643) is it considered very favorable to the race for a racing engine, but the search and wanted some flexibility. High compression ratio: 9,4:1. pistons rather flat light of a valve angle of 32 degrees.
” We chose these specifications in order to obtain a very compact combustion chamber , “says Goto. ” This improves performance, so the consumer “.
However, we are still today the question of whether the Japanese engineers did not use a “combined” to bypass the limit of 2.5 bar. For example, creating a sort of venturi inside the intake manifold, what cause an acceleration of gas, a “jam” without panic the sensitive pop-off.
Do not come back, it is too late. And this engine was really needed this kind of trick to win? Others were not lacking, sequential injection dual injector per cylinder (separate or simultaneous operation as required in gasoline), intake air temperature maintained at constant level through a bypass acting on the heat exchangers, system preheat the fuel through a circuit (obviously controlled by bypass mail) via the engine cooling water, and other niceties … The Japanese have even developed a dual system of self-diagnosis (embedded) in order to never be caught short by a crash. As the Boeing!
Goto forgets that we clarify the peculiarity of the distribution of its V6. Look closely his cup camshafts do not attack directly the tail of the valve but act through a latch. Hinged on a single fixed point, the latch provides two benefits: varying valve lift based on the needs and nibble some horses in a marked reduction in friction cam / valve due to the presence of ceramics. Also visible in this drawing, the piston skirt relatively long but fitted with only two segments.
The final phase is “easy” to imagine: a computer board received all the information, based on the data reflected injected theoretical and referred to the pilot. Which was correct, based on readings and course conditions, several key parameters related to pressure turbo, the intake air temperature, fuel temperature, the air / fuel ratio, etc..
Figures? They are offered to us by the curves. Technicians as you would likely end up there!
Honda V6 engine 1500 cm 3 twin turbo F1
Spirit and Williams 1983, Williams from 1984 to 1987, Lotus from 1987 to 88.
1983 : Spirit 101 / 201C and Williams FW 09.
Frank Williams signed with Honda, 13.8.1983, for the turbo F1 engine supply.
Beginnings of the Williams FW 09 Honda GP of Great Britain.
1984 : Williams FW 09 / FW 09B.
1985 : Williams FW 10 / FW 10B.
1986 Honda RA 166 E – Williams FW 11
Osamu Goto, V6 80 °, 1496 cm3 (82×34, 8mm), 4.2 b, max 12000 rpm, cast iron block, electronically controlled Honda, 2 turbos Ihi.
First GP victory in the U.S. (Dallas, Keke Rosberg, 8.7).
1987 Honda RA 166 E / 167 E – Lotus 99T and Williams FW 11B
80×49 mm, 970 hp, 14,000 rpm max, 4 bars, 2 Pop-off valve (1 per collector):
Lotus, Williams, GE Version 2 at Detroit GP (990 hp, 06/21/1987); Stage Version No. 4 to Spanish GP (09/27/1987).
Played 66 GP, 18 poles, 21 wins, 1 Constructors’ title.
1988 Honda RA 168 E – Lotus 100T and McLaren MP4 / 4
79×50, 8mm (bore / stroke ratio 0643), Rv 9,4:1, angle of 32 ° valves, piston crown flat, max 13800 rpm, two turbos Ihi, Honda electronic management.
Lotus, McLaren (Investment of 300 million francs for the season); Amendment to the GP of San Marino (Intake system to eliminate pressure ridges triggering pressure, 05/01/1988) Version E/X1 RA 168 at the GP of Brazil (Power Circuit amended), RA 168 E/X2 at the Italian GP (Consumption improved), RA 168 E/X3 the Monaco GP (different position of the valve FISA, only 1 throttle control admission by cylinder, electronic engine management specific
Lotus 100 T 3 (15/05/1988) Hungarian GP (New Ihi turbo-rotor lined ceramics, McLaren MP4-4 / 2 and 4, 07/08/1987).
McLaren Honda MP 4 / 4 F1 World Champion 1988 (Senna), 650 hp, 540 kg (37/63%) 0-50 km / h <1 “, 0-100 2″ 1, 0-150 3 “8 , 0-200 5 “8, 0-240 7″ 3.
1989 : turbo banned in Formula 1
