Details of the "electrically supercharged V-type three-cylinder engine" that Honda announced at EICMA 2024 (Milan Show) have not been revealed, and it is still a mystery what kind of model it will be. It's a bit early, but I've made a guess.
Honda hadn't given up on the V-engine
When Honda returned to the World GP with the NR500 in 1979, they adopted a V-type 4-cylinder engine, and made a transition from the conventional parallel-layout engine to a V-type. Since then, they have consistently adopted the V-type in the World GP, and have developed many machines that have been successful.
And in the 1980s, Honda also made a big push to make the V-type its mainstay in commercial vehicles, but this did not achieve as much success as in races. The VT250F series was a big hit, riding on the motorcycle boom at the time, but the other models did not gain as much popularity as the inline-4 models, and all V-type sports motorcycles are now out of production.
The reason is often said to be that "inline-4s have a good feeling and are exciting." The exhaust sound and smooth rotation feel of the inline-4 are attractive, and the V-type could not compete in terms of marketability. So what is Honda's strategy for trying the V-type again?
The "electrically supercharged V-type three-cylinder engine" that Honda exhibited at EICMA in November is also effective in expressing their passion for internal combustion engines. And it is full of Honda-like originality.
The turbocharger is unique in that it is rotated by a motor. Because it is electrically powered, there is a high degree of freedom in terms of layout.
Since it can be supercharged at will regardless of engine speed, it achieves quick response even at low speeds with no lag.
In the 1980s, Honda made a big push for V-engine models, developing them in all directions from racers to cruisers. It's well-known that the 1982 VT250F was a four-stroke that competed with the two-stroke RZ250.
There doesn't appear to be any connection to the next MotoGP.
The first thing to consider when Honda releases a new V-engine machine is whether it will work with the new machine that will be released when the displacement of MotoGP is reduced to 850cc from 2027. If the new V3 machine is released in 2026, the timing is close.
However, this may not be the case. MotoGP from 2027 is said to be "Engines will remain 4-stroke only, with 4 cylinders," which means that 1-3 cylinders are excluded (however, it does not say "only" 4 cylinders, so it can be interpreted differently).
Another negative factor is that Honda's motorcycle business manager Minoru Kato said about the new 850cc MotoGP machine, "I think it is difficult at this point to link it to mass production development." The new RC214V (tentative name) that is said to be under development is likely not a V3.
The new V3 engine that was unveiled at the Milan Show is said to be an upper-middle class engine, and is thought to have a displacement close to that of the new 850cc MotoGP machine, but it does not appear to be a replica model that inherits the MotoGP image.
The phantom MVX400F (unreleased model) was planned to be released as a replica of the NS500, which won the WGP500 class championship in 1983. It used the same two-stroke V3 engine as the NS500.
The CBR600RR (foreground), released in 2003, uses an in-line 4-cylinder engine, which is different from the V5 engine of the RC211V, but realizes a body package based on a common design concept. Is this kind of collaboration possible?
High expectations for a sports model that stands out from the race
There are some hints about the finished model of the new V-3 model. Mr. Kato mentioned above said, "Customers have told us that they want a bit more new value," and it should be a new model that aims to create value that is not available in the existing platform of large fan models.
Honda's sales in Europe are doing well, driven by a total of four platforms: in-line two-cylinder engines such as the CRF1100L, CB750 Hornet, and NC750X, and in-line four-cylinder engines such as the CB650R. The new V-3 is positioned as the fifth pillar, and originality is emphasized.
In the upper-middle three-cylinder range, Yamaha's MT-09 series has established a position in Europe, and the variations have been expanded to include naked, touring, and supersports models such as the new YZF-R9. Honda will compete with this with its own V-3 + supercharger. It will be the first example in the world for motorcycles, and is attracting a lot of attention.
Also, while Yamaha will compete in the WSSP class with the YZF-R9 from 2025, Honda will enter the CBR600RR and the CBR1000RR-R in SBK, so the new V3 machines will allow them to choose a concept with a high degree of freedom that is different from racing. The full lineup will also lead to the proposal of "new value".
The new V3 machine "RCV850" predicted for September 2024. The standard naked model is expected to be released first. We are also looking forward to super sports and touring models.
The Supermono 644 was a concept car exhibited at the 1995 Tokyo Motor Show. It had a half-cowl and trellis frame body, and was equipped with an air-cooled single-cylinder 644cc engine. We are looking forward to this highly hobby-oriented motorcycle.
The Zaxis concept car was exhibited at Tokyo Motor Show in 2001. Its heart was a water-cooled V-twin engine, and it featured an extreme design and a unique suspension with front and rear cantilever arms. Is this kind of crazy?
The V3 engine inherits technology from past GP machines
The reason why Honda chose the V3 is probably because it won the WGP500 title in 1983 and was used in the MVX250F and NS400R production models. It is a good material that increases the value of this important historical heritage in the pursuit of Honda's unique originality.
From a technical standpoint, it can be assumed that the V3 was chosen because it allows the moving parts inside the engine to be symmetrical. This is a feature emphasized in the RC211V's V5 engine, which allows it to suppress coupling vibration. The VFR1200F was released in 2010 with a V4 that inherited this feature.
In addition, the 75-degree angle is close to the RV211V's 75.5 degrees, making it more compact than a typical 90-degree V4. The RC211V has an angle that can cancel primary vibration, so it is possible that the new V3 also has measures to cancel primary vibration.
The technology to eliminate the need for balancers to suppress vibration is a tradition of Honda in its pursuit of power, and we hope that the new V-3 machine will inherit this characteristic. The engine that was unveiled is compact, with no protrusions that resemble balancers on the case. Another benefit of suppressing vibration is that the engine and chassis can be made lighter.
Another advantage is that the front two cylinders make it possible to make the engine as wide as a two-cylinder engine, despite it being a three-cylinder engine. The starter and water pump can be seen at the front of the case, but there does not appear to be a balancer.
The rear cylinder is placed between the two front cylinders, and it can be assumed that the crank and pistons are arranged symmetrically, which eliminates left-right coupling vibration caused by the reciprocating piston motion.
You can see that the RC211V's crank and piston arrangement is symmetrical.
The V4 of the VFR1200F is symmetrical from the conventional V4 on the left, eliminating coupling vibration.
The MVX250F engine also featured a symmetrical V-type three-cylinder layout.
The MVX250F has a 90-degree V-shape and the rear connecting rod is made to weigh as much as two cylinders, which eliminates primary vibration.
The use of turbochargers is also a Honda original
When we think of turbochargers, we think of the Ninja H2/H2R, which Kawasaki released in 2015 and is equipped with a supercharger, but it was Honda that first pioneered the use of turbochargers on motorcycles. In 1981, Honda released the CX500 Turbo, the first turbocharged motorcycle, which had a 498cc two-cylinder engine and produced 82PS of power.
The aim was to produce power on par with a liter bike in a mid-class body, and this idea is likely to be applicable to the new V-type three-cylinder engine. By supercharging even an upper-middle displacement of around 800-900cc, it should be possible to produce power that exceeds that of a liter motorcycle.
It can also be considered that turbochargers are being used eco-friendly, a theme unique to the modern era. Since supercharging can be controlled to ensure torque even during lean burn with reduced fuel injection, it seems that the theme will be to pursue fuel efficiency while also improving power.
Furthermore, by making it electric, it is possible to eliminate the turbo lag that was pointed out with previous turbos. Honda has announced that its new V3 engine will be a "new challenge in the field of internal combustion engines," and we can expect to see advancements not only in engine layout but also in terms of control.
CX500 Turbo [HONDA] The world's first turbo motorcycle that achieves better acceleration than the CB900F and better fuel economy than the base model CX500. Honda's new V-3 engine can be considered an evolution of this model.
In order to develop a turbocharged motorcycle, a water-cooled engine was needed, and the CL500 was chosen from the few candidates.
Equipped with a turbo, this is the first Honda to use an electronically controlled fuel injection system, and the ignition timing is also map-controlled.