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WOuld be nice if you used a black background for your explainers. White makes them hard to watch at night. (Excluding Honda's own white background pictures. I mean your own explainers.)
Yes, this is a real surprise and I want to see it like be wonky powerful too. What is missing is introduction into the race scene, but I believe the e-turbo/ e-super-charger doesn't fit homologation rules for race setups. Darnit!!!!
@@scottamolinari Maybe racing/factories should create it's own management, and drop these outside "rule makers" who hinder the real progress of mans mind.
Why do we call human advancements "crazy" when they work in reality? It was not that long ago when the Wright brothers were called "crazy". "Thinking" (figuring out reality the best we can), and "crazy" are 2 vastly different things.
Then what would happen if we had a centrifugal vacuum pump to evacuate the air from the cylinder shafted to an electric motor that was shafted to a compressor and a compressor wheel pushing air into the engine
On the configuration I showedd you got two at tdc and one at bdc. Secondary points up both at bdc and tdc so it's worse than an inline three but secondary isn't really too important on bikes as the reciprocating masses are small.
@@d4a That V5....The mesh on the intakes, was that all "intake filter" these had ? Looked like it was only able to filter birds and medium to large size rocks...
Fun fact: When i saw the honda v3 for the first time, I was immediately anticipating that I needed to wait for your video before getting all the info I need. And of course, that was correct. Thank you for amazing content, as always!
I used to own a NS400 , 3 cylinder 2 stroke, first time the power band hit ,it almost threw me off the bike. I wasn't ready for it. Thankyou for making these videos.
Same here. Gave it a fist full of gas during the test ride (since it was just a 400cc), lifted the front wheel at 50 mph when it hit the power band. Scared the crap out of me. Took it easy for the rest of the ride, then bought the bike.
@@snellen46 They weren’t, the RZ500 was faster and and more powerful than the NS400, the NS went more like a RZ350, I used to race against them in junior production races on my RZ350, they were in the same class.
We learned with 2-stroke Motocross, to always keep a finger on the clutch lever to help control abrupt power. Even with 50 hp, on corners with good traction, we would pull in the clutch while entering a corner, pin the throttle open, and feed the power out with the clutch. That would even let us enter the corner a gear higher than normal, (which also taught us faster corner speed), and not have to shift up again after the exit. The technique was developed by Kent Howerton in the 70's, to keep his Huskvarna competitive the the new and faster Japanese bikes.
The thing I like is that the parasitic load is spread out over time, while the battery alone is running the eCharger. But the alternator still doesn't have to be ginormous. Only large enough for a practical recovery. This is like a series hybrid. Batteries get you on the parkway, and alternator has time to recoup the loss as you noodle along. Good engineering principle. Battery acts like a buffer between the electrical demand and the restoration of power over time.
It was much better, with more real progress,---when we did not bend to the expensive dictatorship demands of the likes of the EPA. It's none of their business. :)
Incidentally it is an electrically powered *supercharger* . The Germans call it a Kompressor but the English word is supercharger. During WW2 there was a huge competition between engines with superchargers and turbochargers, or even both, with one US aircraft being basically a frame wrapped around a huge turbocharger installation. Turbochargers didn't give as much benefit as hoped for because some thrust was being generated by aiming engine exhausts backwards, and the turbocharger absorbs energy from the exhaust. One interesting approach is to have an electric supercharger and a turbocharger driving an auxiliary generator, with a battery providing power for rapid spinup. I'm very willing to be corrected, but I believe this has only been tried on ships.
Audi used a 48V electrical supercharger to assist the bi/twin turbo 4 litre V8 diesel engine. Recently discontinued, used in: SQ7 SQ8 Porsche Cayenne Bentley Bentayga
It seems like a regular supercharger would be a better more reliable option if they want it to be mounted high and take up less space just have it attached to one of the cams you can gear it back to crank speeds or faster and still be smaller than that electric motor
@@MikeHoncho0811 But the electrical compressor isn't connected to the engine revs, so can adjust boost levels independently from them, enabling the flatter torque curve. The supercharger approach provides a constant boost over the whole rev range, with this linked in boost level to the rpm. The ideal setup would be a turbocharger to provide constant cruising boost and energy recovery, with an electrical compressor providing boost at low revs and to fill gaps until the turbo spools up. That's the setup in my Audi S4 TDI combined with a 48V MLEV system.
I've asked about this probably ten times on various forums and boards and comment sections over the past 25 years. Always heard back that it was not possible, would have no advantages, or was not practical. Interesting to see that it might finally be possible, advantageous, and practical. Decoupling boost from exhaust or crankshaft just always seemed like a holy grail to me.
That's disappointing since there were no less than _three different_ V3s competing in Motorcycle GP racing more than 25 years ago, two in the same season (BSL and Modenas)! And as mentioned in the video, Honda made two different mass-produced, road-going V3 motorcycles, also more than 25 years ago :) I do love forums for knowledge sharing, but there tends to be too much reliance on non technical "journalism" and what ultimately comes down to image, resulting in some pretty annoying groupthink at times.
While some may criticize the use of an electric compressor as unnecessary or complicated, it is a huge step forward in improving performance and reducing emissions. Honda has always been known for their innovative spirit, and this V3 engine continues to affirm their position in the automotive industry.
I'm thinking 🤔 on a car with more room. They could use a hybrid turbo that works like a regular turbo. But also has an electric motor for low rpm boost that is coupled to the turbo shaft by a small magnetic electric clutch.
Dude! You're the BEST TEACHER!! The way you explain things, the animations, the slo-mo reveals...I smile with joy as I learn things I've been curious about for decades! Thank you. Thank You. Feliz Navidad amigo.
Brilliant explanations as usual. The naked roadster V3 Honda will be my first Honda and force induction motorcycle. This is shaping up to be the most interesting motorcycle of this decade
Sounds like it will also have the most advanced electrical system of any motorcycle to date too. Possibly a 2nd high performance lithium ion battery just to run the supercharger?
@@volvo09 It will only need one, but it will probably be a custom Honda specific battery. Most lithium batteries you buy for motorcycles, if you look inside of one the battery takes up perhaps 1/6th of the volume of the battery. There is a lot of air space in there. That's because the battery needs to have the same form factor to swap in, but a traditional motorcycle doesn't need a huge electrical capacity.
@@brunocarmona4958 If you look at Honda's images in the video, there doesn't appear to be an external alternator and the generator side of the engine looks about the same size you would expect from a 750-800cc motorcycle. My thought is that Honda will be using a battery to get full power out of the e-charger. This of course means that the bike will only be able to produce it's maximum power for a short amount of time. But given this is a consumer level production motorcycle, unless you are planning on extended max speed rides down the autobahn, it's going to be enough for most riders.
If you know how honda works, this won't come out as a naked or sportbuke6 My bet is something like an vfr, v3r maybe Later they may go for sport or naked Besides the cbr rrr still has at least 2 years of production, and the new hornet 1000 just came out, you need thar torque curve flat on sports tourer bikes
This design is about meeting Euro6 emissions. That means lower piston circumference and peak power at lower rpm, because valve overlap is no longer possible. The assumption is electric power is coming from a larger alternator, but it may be coming from an energy harvesting motor in the front wheel.
@@jondor654 you don't want to be _regenerating_ "on demand" unless the rider has demanded some braking power. The size of the battery could offset any weight savings by going to 3 cylinders and then you need something to control all the current flow at the correct voltages between the different components.
@@In-Marty-We-Trust The "Magna" was due to marketing copyright laws, the V45 and V65 represented the 45 c.i. and 65 c.i. versions. The Ford Mustang was called the T5 in Germany because "Mustang" was already copyrighted by another company. Was it simply called a V45 or V65 in Australia?
hey man ive been watching your channel for about a month or so, and I have learned SO much about engines and physics, and its been super enjoyable. Just wanted to say thanks. Hope you have a merry christmas and a happy new year.
One way to look at the electric turbo is that over time we store power in the battery, ideally when the engine is running at a high efficiency, and then we use that stored energy to boost the input when we want more power, all without pulling any power away from the engine at that time. So really this is a battery booster ;-)
Not really, a 'battery booster' would be something that gives your battery a boost of charge. I suspect you were trying to say its a 'battery powered booster' 😉 But I think Hondas term is perfectly accurate and acceptable.
E-charger is only for drivability and power for downsizing . Efficiency is not a target, because there isn't a turbo-generator too. For motorbikes application, is better a bigger V-twin with a direct stratified injection, I think😊
@@nbain66 The RC149 of 1966 is my favourite, 125cc Inline 5.....33mm x 29mm Bore & stroke, with four tiny valves per cylinder, revving to 18,000 RPM putting 30hp thru an 8 speed box. You would almost need tweezers to assemble the valve train.😄
The MVX was a terrible bike, I started my first job on the parts counter at the local Honda dealer in 84, and we sold them, they were forever blowing up the rear cylinder. Between the issues of MVX, the VF750, the FT500 and the CBX550, we were kept busy in the parts dept, tough times for Honda.
They’ve made a V3 before, so it was only a matter of time before they would make another one, this time a 4-stroke too! I can’t wait to hear how it sounds, or better yet. Which bike it’s going in.
I like the way you explain stuff in all your videos, its so to understandable what your talking about and your illustrations. I learnd so much from your videos thank you, you're a wonderful teacher
Some thoughts. It would be better to call it an “electric supercharger”. And I’m looking forward to someone creating an alternator driven by an exhaust turbine. That way you’d get the benefits of the electric supercharger, combined with the “free energy” from exhaust gasses. Very cool tech. Thanks for the video.
Every current Formula 1 car has a generator on the turbocharger shaft to capture additional energy with the turbine, beyond what is needed to run the compressor - this is called the MGU-H. The production turbochargers with an electric motor (such as the Audi shown in the video) could also use that for generation.
Check out the upcoming BMW F450GS Concept's engine 125º crankshaft. Wonder how this layout will be different pros and cons compare to other 180º and 270º mainstream layout, hopefully you could do an explanation for this, look forward to it.
I'd love to see the electric supercharger system used with a sorta hybrid-esque powertrain, like, add ebike-style hub motors to the front and rear to use as dynamic brakes to charge an independent, higher-voltage battery bank (or even supercapacitors) for the blower whenever you slow down. Effectively multiplies your energy input (via regen braking) into gaining MUCH more output power by using it to supercharge a combustion engine instead of just putting it back into the electric motors, plus for continuous boost it can sorta function as a traditional supercharger by siphoning power off the driveline and putting it into the supercharger, since modern brushless motors and centrifugal superchargers have efficiency on par with an oldschool straight-lobe Roots blower when used together.
Thank you for consistently posting interesting and informative content. Having a teacher with a good sense of humor always makes it easier for me to pay attention. Happy Christmas and Merry New Year!
note about the older v3's. The mvx250 is scarce, because of poor sales and because most of them have blown engines by now due to the upright cylinder conrod/piston messing about because honda did indeed experiment with different weights to get it balanced. The NS400 is a much better engine, even though it is largely identical, except for the fact that honda abandoned the idea of making it not vibrate like they tried with the mvx250, but instead just used much beefier rubber mounts and let god do what he wanted. And turns out, that was fine! all 3 conrods and pistons share the same part number, although theres 3 pistons "ranges" to pick from, A, B or C, stamped on the cylinders. This is a manufacturing tolerance thing, and not a balance thing. Essentially, the NS400 has "we dont care" primary balance. And as an owner of one, its lovely!
I have been thinking about this for over 20 years. Sports car's only need all the power they can create during acceleration. If you drive with the accelerator pressed to the floor you will be over the speed limit within a minute and you will lose your license if you do this often. You only need the compressor of a turbo charger. How about a belt that runs from the starter to the compressor, which will be spinning at high speed, and when you floor the accelerator a linkage open valves that let the compressed air go to the intake manifold. The battery can only hold enough power to do this for a few seconds, but that is all you need, because you will be at the speed limit.
One reason for the turbo's limited boost and short boost duration is the power required. A supercharger on a small block Chevy (5.7 liter) requires up to 200 horsepower (at a slightly higher boost). With that baseline, we can estimate Honda's power needs just based on displacement ...0.8/5.7=0.14, 0.14*200=28 horsepower. Honda is a higher revving, better breathing engine. That increases the power required, while the lower boost pressure decreases this figure. But it's safe to say 20 to 30 horsepower is required. That is a LOT from a small motor. That is also a LOT to extract from the engine spinning a LARGE generator. A large battery is also needed to enable briefly surging the boost beyond what the generator itself can create.
Didn't they have to put a electric intake on here because there's no room for a standard intake? I mean obviously with this v configuration you can't put a scoop in there
Thank you so much for using CAD and helping with the visualisation of the force vectors, that really helped a lot with understanding it. You would make an amazing college professor if you aren't one already!
Before seeing the video, i didnt graduate at mechanical engineering but from i could gather its the kind of creation i love, adapted to a product organically. I always wanted to work on chasis and suspensions, because i knew when i started 2001 that someday the propulsion could be radically changed, but the structure and suspensions will keep following same principles. Lets check out if your deep dive changes my minds.
It is an electrical supercharger, not a turbocharger. It is taking power from the engine as electricity and, through a battery and controller instead of belts and gears, sending it to the supercharger.
Another point about not having to run continuously is that for "short bursts of boost" it can draw some (half+?) energy from the battery, whereas if continuous the alternator needs to have at least the same power rating as the compressor motor, thus allowing for a smaller alternator. I would not be surprised if it had a 24 or 36 volt motor/battery/alternator system and a solid state voltage reducer to charge the 12 volt battery.
How much would the electrical system need to be upgraded? Most bikes have a resistor that disperses excess electricity from the flywheel. Not to say that it would completely power the compressor, just wondering.
Thanks for your educating videos. I learned about the combustion engine when I was a kid. It was fascinating. It's still fascinating to learn about how new engines work. Your quality work makes it so attractive to watch and learn.
Cool presentation, clear speech, excellent English, plus a very interesting topic about my favorite Honda! - why You was not my teacher 40 years ago!? :) Thanks a lot and Happy New Year! And yes, this issue from Honda will be the revolution on moto!
been a long time since ive scene something new that i like.... really like... something like this in a 1500- 1700cc low rpm configuration cvt trans in a small commuter car might be a hybrid killer. also cool in a motorcycle..
You've done it again, explained something really complicated in a simplified way. Really interesting. I ride a VFR1200x, which for those in the know VFR stands for V 4 Racing derived engine. Where the two internal cylinders are rear facing and the front two are on the external. This reduces the frame width. The VTR should be even slimmer. I look forward to it's launch and then the later additions with larger, more powerful engines. Great vid. 👍🏼
Some of the engine's power must be used by the alternator so it can generate sufficient electricity. Honda will most likely make it so that the alternator will automatically turn off during acceleration. Perhaps only in sport mode. Then Allow the alternator to operate normally during constant cruising speeds. Honda goldwings with heated seats do this in a similar fashion. The gold wings don't shut down their alternators, but they temporarily turn off the heated seats during acceleration.
I guess I'm old, but I like the feel of turbochargers. I like the positive feedback loop where the engine revs up far enough for the turbocharger to start supplying more air than the engine can naturally intake, whereupon the engine starts building horsepower at an exciting rate. Having the power delivered instantly is great for commuting, but not as much fun.
My 2nd bike was an NS400R. I can attest to the smoothness of the V3 configuration. That bike was a blast. The main downside was you smelled like an oil refinery after riding it as it was a 2 stroke. But it punched well above it's weight. That era had several similar options from Yamaha and Suzuki as well, but those were inline 4 cylinder 2 stroke bikes.
Two things I think are overlooked in this video First, an alternator does not function like a car's alternator. Most motorcycles have a magnet, and the voltage is regulated by shorting the ends of the windings. So, an increase in weight will be different. Second, that torque line is not beneficial when you ride a motorcycle. That is why we do not see too many electric motorcycles on the road and not in the near future. They have some torque control when you corner using the measurement from a gyroscope but they are slow and not slipping using the throttle in a corner is very difficult. Anyway, I always love your content.
I was thinking along your 2nd point also. It very well may not be a power curve that is easy to control. They can try to control the power with things like electronic traction control, (which I am not a fan of). But to bring braking (anti-lock brakes) into the argument, I can actually stop is less distance on slippery roads by pumping the brake petal, (and paying attention to traction), even if the car has anti-lock brakes. IMO, a smoother power delivery, and the use of a manual clutch is hard to beat. Talent, is hard to beat. :)
Thanks for the video, learned some things about Honda's V3 engine configuration and problem solving. Still I would like to see the battery that will juice this e-compressor.
It's a supercharger. Not belt or gear driven but electrically driven. Brilliant. Now software can provide a boost curve that can be changed based on rider preference.
Having history with Honda V engines this is making me salivate. Uneven firing order is very very good on motorcycles, it gives fantastic traction and traction feel accelerating out of corners. Honda will so nail this, this kinda thing is what Honda are known for. The weight distribution and chassis layout will also be very good. The E boost is F1 trickle down, F1has a turbo also and the motor is a generator when the turbo is able to make more energy than needed at the moment, this requires a lot of software and electrical expertise. Go Honda!
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Honda goes bankrupt in Southeast Asia.BYD takes all their market.
TH-cam Automatic Dubbing: TURN IT OFF! Here one moment videos are in English, suddenly Portuguese, then French, back to English. All Ai. It s*cks big time. TURN IT OFF when uploading your contained. Thank you.
No thanks champ
WOuld be nice if you used a black background for your explainers. White makes them hard to watch at night. (Excluding Honda's own white background pictures. I mean your own explainers.)
Good to see that Honda is doing crazy stuffs again.
Yes, this is a real surprise and I want to see it like be wonky powerful too. What is missing is introduction into the race scene, but I believe the e-turbo/ e-super-charger doesn't fit homologation rules for race setups. Darnit!!!!
honda finally released a consumer v8 with vtec but they put it in boats ......
@@scottamolinari Maybe racing/factories should create it's own management, and drop these outside "rule makers" who hinder the real progress of mans mind.
Why do we call human advancements "crazy" when they work in reality? It was not that long ago when the Wright brothers were called "crazy". "Thinking" (figuring out reality the best we can), and "crazy" are 2 vastly different things.
@@EarthSurferUSA Don't take it so literally. Crazy as, doing something to break the mold. To advance engine tech, etc. That's what he means.
e-comp kicked in yo !
🤣
E-conp+V-TEC 🥵🥴💦
Then what would happen if we had a centrifugal vacuum pump to evacuate the air from the cylinder shafted to an electric motor that was shafted to a compressor and a compressor wheel pushing air into the engine
lol!
@@demonthewolfmovieproductio6884lots of loss. What about a Tesla turbine that runs off brake fluids and spins a compressor
But but you didn't mention the secondary balance of the v3! I need to see a graph or something so I can sleep
On the configuration I showedd you got two at tdc and one at bdc. Secondary points up both at bdc and tdc so it's worse than an inline three but secondary isn't really too important on bikes as the reciprocating masses are small.
@@d4a That V5....The mesh on the intakes, was that all "intake filter" these had ?
Looked like it was only able to filter birds and medium to large size rocks...
@@JohnDoe-bd5sz it was a racing engine for motogp so they only cared about max airflow
@@JohnDoe-bd5szit's an engine only used for racing. Everything about it to maximize performance
I would think that it is possible that secondary unbalance is very small.
Fun fact: When i saw the honda v3 for the first time, I was immediately anticipating that I needed to wait for your video before getting all the info I need. And of course, that was correct. Thank you for amazing content, as always!
I don't know if that was a fact, but nothing was fun about it, I do know that.
@@fhe3220 cool 👌
@@fhe3220 Look at a infant child's face smile, when they figure something out. Figuring stuff out is fun, and it is human to do so. :)
I used to own a NS400 , 3 cylinder 2 stroke, first time the power band hit ,it almost threw me off the bike. I wasn't ready for it. Thankyou for making these videos.
Same here. Gave it a fist full of gas during the test ride (since it was just a 400cc), lifted the front wheel at 50 mph when it hit the power band. Scared the crap out of me. Took it easy for the rest of the ride, then bought the bike.
These sounded great!! better than my RZ500
@@snellen46 They weren’t, the RZ500 was faster and and more powerful than the NS400, the NS went more like a RZ350, I used to race against them in junior production races on my RZ350, they were in the same class.
@@uhtred7860 I only said they soundfed better, I owned both. Honda also handle way better stock
We learned with 2-stroke Motocross, to always keep a finger on the clutch lever to help control abrupt power. Even with 50 hp, on corners with good traction, we would pull in the clutch while entering a corner, pin the throttle open, and feed the power out with the clutch. That would even let us enter the corner a gear higher than normal, (which also taught us faster corner speed), and not have to shift up again after the exit. The technique was developed by Kent Howerton in the 70's, to keep his Huskvarna competitive the the new and faster Japanese bikes.
You're honestly such a great teacher
A brilliant teacher, no less
Yesssss!
I can't agree more =)
@@fridaycaliforniaa236 Put your mind to it.
INDEED! I could read 100 technical books and not undwerstand nearly as much as D4A's excellent videos. 👍👍
To those who understood the v5 explanation, this is not brain pain at all. It's just beautiful
I'm one of those who feel like they understand videos like the V5 but forget the whole thing the moment they finish the video
it's like watching a perfectly conducted symphony
Small displacement engines always have the coolest engineering features, long live the combustion engine!
They can get away with being lazy like a American V8
@@krusher74 (can't?)
long live combustion but not piston engines they’re inherently inefficient at their job
@@hazza2247 true, so much wasted fuel
@@TheseThreeZs Immanuel Kant.
The thing I like is that the parasitic load is spread out over time, while the battery alone is running the eCharger. But the alternator still doesn't have to be ginormous. Only large enough for a practical recovery. This is like a series hybrid. Batteries get you on the parkway, and alternator has time to recoup the loss as you noodle along. Good engineering principle. Battery acts like a buffer between the electrical demand and the restoration of power over time.
Prototype, and aluminum.
If you have a big enough alternator and battery you can just charge it only when braking. Which means it's completely free energy.
I like 👍
@@danieltanuwijaya7675not really
@@danieltanuwijaya7675 get your point but not quite right the "free energy" was put in the mass via the fuel.
So happy to see Honda doing cool engine designs, that look like it will show up in real consumer product.
It was much better, with more real progress,---when we did not bend to the expensive dictatorship demands of the likes of the EPA. It's none of their business. :)
Incidentally it is an electrically powered *supercharger* . The Germans call it a Kompressor but the English word is supercharger.
During WW2 there was a huge competition between engines with superchargers and turbochargers, or even both, with one US aircraft being basically a frame wrapped around a huge turbocharger installation. Turbochargers didn't give as much benefit as hoped for because some thrust was being generated by aiming engine exhausts backwards, and the turbocharger absorbs energy from the exhaust.
One interesting approach is to have an electric supercharger and a turbocharger driving an auxiliary generator, with a battery providing power for rapid spinup. I'm very willing to be corrected, but I believe this has only been tried on ships.
Audi used a 48V electrical supercharger to assist the bi/twin turbo 4 litre V8 diesel engine.
Recently discontinued, used in:
SQ7
SQ8
Porsche Cayenne
Bentley Bentayga
It seems like a regular supercharger would be a better more reliable option if they want it to be mounted high and take up less space just have it attached to one of the cams you can gear it back to crank speeds or faster and still be smaller than that electric motor
Bentley Blower
Kompressor/Compressor is not entirely wrong as compressing air is all it does
@@MikeHoncho0811 But the electrical compressor isn't connected to the engine revs, so can adjust boost levels independently from them, enabling the flatter torque curve. The supercharger approach provides a constant boost over the whole rev range, with this linked in boost level to the rpm. The ideal setup would be a turbocharger to provide constant cruising boost and energy recovery, with an electrical compressor providing boost at low revs and to fill gaps until the turbo spools up. That's the setup in my Audi S4 TDI combined with a 48V MLEV system.
I can't wait to hear how this engine sounds. Honda puts the time and quality into its engines. I would bet that this one is no different.
This page is an oasis of knowledge
channel
I've asked about this probably ten times on various forums and boards and comment sections over the past 25 years. Always heard back that it was not possible, would have no advantages, or was not practical. Interesting to see that it might finally be possible, advantageous, and practical.
Decoupling boost from exhaust or crankshaft just always seemed like a holy grail to me.
That's disappointing since there were no less than _three different_ V3s competing in Motorcycle GP racing more than 25 years ago, two in the same season (BSL and Modenas)!
And as mentioned in the video, Honda made two different mass-produced, road-going V3 motorcycles, also more than 25 years ago :)
I do love forums for knowledge sharing, but there tends to be too much reliance on non technical "journalism" and what ultimately comes down to image, resulting in some pretty annoying groupthink at times.
Part of it is advances in low cost very high output brushless motors.
@@identiticrisis I was referring to the electronic compression, rather than the V3 configuration.
@@niveketihw1897 ah well that's still odd!
While some may criticize the use of an electric compressor as unnecessary or complicated, it is a huge step forward in improving performance and reducing emissions. Honda has always been known for their innovative spirit, and this V3 engine continues to affirm their position in the automotive industry.
used a battery leaf blower on a friend's intake back in the day at the track lol.
I'm thinking 🤔 on a car with more room. They could use a hybrid turbo that works like a regular turbo. But also has an electric motor for low rpm boost that is coupled to the turbo shaft by a small magnetic electric clutch.
@@bmxerkrantz How well did the leaf blower work?
What is this AI comment? Lol
Is this not obvious to everyone?
ok chatgpt
Dude! You're the BEST TEACHER!! The way you explain things, the animations, the slo-mo reveals...I smile with joy as I learn things I've been curious about for decades! Thank you. Thank You. Feliz Navidad amigo.
Very interesting, thanks for the explanation. Happy New Year.
Happy New Year to you too ☺️
Brilliant explanations as usual. The naked roadster V3 Honda will be my first Honda and force induction motorcycle. This is shaping up to be the most interesting motorcycle of this decade
Sounds like it will also have the most advanced electrical system of any motorcycle to date too.
Possibly a 2nd high performance lithium ion battery just to run the supercharger?
@@volvo09 i was reading in another article that the Goldwing alternator is powerful enough to the needs of this e-charger
@@volvo09 It will only need one, but it will probably be a custom Honda specific battery. Most lithium batteries you buy for motorcycles, if you look inside of one the battery takes up perhaps 1/6th of the volume of the battery. There is a lot of air space in there. That's because the battery needs to have the same form factor to swap in, but a traditional motorcycle doesn't need a huge electrical capacity.
@@brunocarmona4958 If you look at Honda's images in the video, there doesn't appear to be an external alternator and the generator side of the engine looks about the same size you would expect from a 750-800cc motorcycle. My thought is that Honda will be using a battery to get full power out of the e-charger.
This of course means that the bike will only be able to produce it's maximum power for a short amount of time.
But given this is a consumer level production motorcycle, unless you are planning on extended max speed rides down the autobahn, it's going to be enough for most riders.
If you know how honda works, this won't come out as a naked or sportbuke6
My bet is something like an vfr, v3r maybe
Later they may go for sport or naked
Besides the cbr rrr still has at least 2 years of production, and the new hornet 1000 just came out, you need thar torque curve flat on sports tourer bikes
This design is about meeting Euro6 emissions. That means lower piston circumference and peak power at lower rpm, because valve overlap is no longer possible. The assumption is electric power is coming from a larger alternator, but it may be coming from an energy harvesting motor in the front wheel.
A braking regen on battery demand might fulfill the latter .
@@jondor654 you don't want to be _regenerating_ "on demand" unless the rider has demanded some braking power. The size of the battery could offset any weight savings by going to 3 cylinders and then you need something to control all the current flow at the correct voltages between the different components.
Your presentation is a refreshing rarity of the TH-cam universe. Read. No editing every sentence. Damn it’s refreshing.
I love your videos. I feel like an engineer every time I watch one!
Retired motorcycle mechanic here,
Honda's V4 Magna was my favorite of all bikes (near 100) i've ridden.
I've got a 2000 model vfr800.
V4 with the gear driven cams. Amazing engine
Had a V45 in the early 80's. Loved it but it needed forward controls.
Wow Honda had a Magna? In Australia we had a Mitsubishi Magna sedan
@@In-Marty-We-Trust The "Magna" was due to marketing copyright laws, the V45 and V65 represented the 45 c.i. and 65 c.i. versions. The Ford Mustang was called the T5 in Germany because "Mustang" was already copyrighted by another company. Was it simply called a V45 or V65 in Australia?
@@In-Marty-We-Trust and Magna wagon
Dziękujemy.
Thank you very much for your support
hey man ive been watching your channel for about a month or so, and I have learned SO much about engines and physics, and its been super enjoyable. Just wanted to say thanks. Hope you have a merry christmas and a happy new year.
One way to look at the electric turbo is that over time we store power in the battery, ideally when the engine is running at a high efficiency, and then we use that stored energy to boost the input when we want more power, all without pulling any power away from the engine at that time. So really this is a battery booster ;-)
Now THAT'S a hybrid I can get behind
Not really, a 'battery booster' would be something that gives your battery a boost of charge.
I suspect you were trying to say its a 'battery powered booster' 😉
But I think Hondas term is perfectly accurate and acceptable.
@@pc750-V4🤓
Supercharger
E-charger is only for drivability and power for downsizing .
Efficiency is not a target, because there isn't a turbo-generator too.
For motorbikes application, is better a bigger V-twin with a direct stratified injection, I think😊
One other factor that I do not believe was mentioned is the additional energy expended creating the added electrical output.
Who is this guy? I've been subscribed for a year or two. He's brilliant for being technically correct 99.9% of the time.
I come from a time of single BSA 441, and 650 Yamaha twins,
Balance is unheard of, may explain my arthritis though
Even crazier when you think that this isn't Honda's first V3...
Yes the unusually sounding nsr 400 👍
And MVX250
Look at their 60s motorcycle engines. They had most configurations you can think of revving to the high teens in rpm.
@@nbain66 The RC149 of 1966 is my favourite, 125cc Inline 5.....33mm x 29mm Bore & stroke, with four tiny valves per cylinder, revving to 18,000 RPM putting 30hp thru an 8 speed box. You would almost need tweezers to assemble the valve train.😄
The MVX was a terrible bike, I started my first job on the parts counter at the local Honda dealer in 84, and we sold them, they were forever blowing up the rear cylinder. Between the issues of MVX, the VF750, the FT500 and the CBX550, we were kept busy in the parts dept, tough times for Honda.
Even if you don't happen to be right about the balance of the v3 please don't delete this video! It's incredible!
i learn new things every time you speak
They’ve made a V3 before, so it was only a matter of time before they would make another one, this time a 4-stroke too! I can’t wait to hear how it sounds, or better yet. Which bike it’s going in.
I think a new VFR ! So a VT(hree)R
I will never get tired of this channel 🥰
Ive been buying and working on Hondas since 1980.
Always impressed.
If anyones wondering about the sound, this configuration would sound like the old laverda 3 cylinders like the laverda 1000.
Love that bike😅😅😅
Your videos should be a MUST in all Engineering Mech Degrees!!!!
Been waiting for this episode for a while now. Thank you!!
I like the way you explain stuff in all your videos, its so to understandable what your talking about and your illustrations.
I learnd so much from your videos thank you, you're a wonderful teacher
Was waiting for this one for sure. Really interested to know how the hell this thing will work.
Ever since Honda dropped the news about its new V3, I’ve been waiting for your video on this!! 😊 Thanks!! Love your videos. ❤ Keep them coming!! 👏🏽
Some thoughts. It would be better to call it an “electric supercharger”. And I’m looking forward to someone creating an alternator driven by an exhaust turbine. That way you’d get the benefits of the electric supercharger, combined with the “free energy” from exhaust gasses. Very cool tech. Thanks for the video.
Every current Formula 1 car has a generator on the turbocharger shaft to capture additional energy with the turbine, beyond what is needed to run the compressor - this is called the MGU-H. The production turbochargers with an electric motor (such as the Audi shown in the video) could also use that for generation.
I've been waiting for this video, i can't wait to see this bike platform hit production
Check out the upcoming BMW F450GS Concept's engine 125º crankshaft. Wonder how this layout will be different pros and cons compare to other 180º and 270º mainstream layout, hopefully you could do an explanation for this, look forward to it.
@driving4answers does this mean ktms 75° vtwin could use a 105 degree offset and achieve perfect primary balance???
I'd love to see the electric supercharger system used with a sorta hybrid-esque powertrain, like, add ebike-style hub motors to the front and rear to use as dynamic brakes to charge an independent, higher-voltage battery bank (or even supercapacitors) for the blower whenever you slow down. Effectively multiplies your energy input (via regen braking) into gaining MUCH more output power by using it to supercharge a combustion engine instead of just putting it back into the electric motors, plus for continuous boost it can sorta function as a traditional supercharger by siphoning power off the driveline and putting it into the supercharger, since modern brushless motors and centrifugal superchargers have efficiency on par with an oldschool straight-lobe Roots blower when used together.
I'm also wondering if this engine could be used as a range extender in cars. It's compact, light, clean and has good power output.
Thank you for consistently posting interesting and informative content. Having a teacher with a good sense of humor always makes it easier for me to pay attention. Happy Christmas and Merry New Year!
Brilliant thank you, really appreciate all the effort you put into researching this. .. love this channel 🤟🏽
note about the older v3's. The mvx250 is scarce, because of poor sales and because most of them have blown engines by now due to the upright cylinder conrod/piston messing about because honda did indeed experiment with different weights to get it balanced.
The NS400 is a much better engine, even though it is largely identical, except for the fact that honda abandoned the idea of making it not vibrate like they tried with the mvx250, but instead just used much beefier rubber mounts and let god do what he wanted. And turns out, that was fine! all 3 conrods and pistons share the same part number, although theres 3 pistons "ranges" to pick from, A, B or C, stamped on the cylinders. This is a manufacturing tolerance thing, and not a balance thing. Essentially, the NS400 has "we dont care" primary balance. And as an owner of one, its lovely!
I have been thinking about this for over 20 years. Sports car's only need all the power they can create during acceleration. If you drive with the accelerator pressed to the floor you will be over the speed limit within a minute and you will lose your license if you do this often.
You only need the compressor of a turbo charger. How about a belt that runs from the starter to the compressor, which will be spinning at high speed, and when you floor the accelerator a linkage open valves that let the compressed air go to the intake manifold. The battery can only hold enough power to do this for a few seconds, but that is all you need, because you will be at the speed limit.
You're incredible, keep making content!
One reason for the turbo's limited boost and short boost duration is the power required. A supercharger on a small block Chevy (5.7 liter) requires up to 200 horsepower (at a slightly higher boost). With that baseline, we can estimate Honda's power needs just based on displacement ...0.8/5.7=0.14, 0.14*200=28 horsepower. Honda is a higher revving, better breathing engine. That increases the power required, while the lower boost pressure decreases this figure. But it's safe to say 20 to 30 horsepower is required. That is a LOT from a small motor. That is also a LOT to extract from the engine spinning a LARGE generator. A large battery is also needed to enable briefly surging the boost beyond what the generator itself can create.
Due to you, engineering is more interesting to me! Thanks
Honda engineers are something else… very detailed and simple to understand breakdown. Thank you sir
When I first read about this for a brief moment I thought it was going to function like a inline 2 cylinder with the third acting like a compressor.
2:51 *Porsche Taycan Turbo S leaves the chat*
Finally innovation in ice
Didn't they have to put a electric intake on here because there's no room for a standard intake? I mean obviously with this v configuration you can't put a scoop in there
I'm sitting at the toilet and learning advanced mechanics by a great teacher. What a time to be alive!
Thank you so much for using CAD and helping with the visualisation of the force vectors, that really helped a lot with understanding it. You would make an amazing college professor if you aren't one already!
Some companies call them electric superchargers
Before seeing the video, i didnt graduate at mechanical engineering but from i could gather its the kind of creation i love, adapted to a product organically. I always wanted to work on chasis and suspensions, because i knew when i started 2001 that someday the propulsion could be radically changed, but the structure and suspensions will keep following same principles. Lets check out if your deep dive changes my minds.
It is an electrical supercharger, not a turbocharger. It is taking power from the engine as electricity and, through a battery and controller instead of belts and gears, sending it to the supercharger.
Another point about not having to run continuously is that for "short bursts of boost" it can draw some (half+?) energy from the battery, whereas if continuous the alternator needs to have at least the same power rating as the compressor motor, thus allowing for a smaller alternator. I would not be surprised if it had a 24 or 36 volt motor/battery/alternator system and a solid state voltage reducer to charge the 12 volt battery.
V3, V5, we just need a V7
V4 combind with inline 4 to weird v6 for a small car like honda civic
We also need a v9 so we have v twin up to v12 (idr there being a v14)
It will end up at a monster V13 which will explode because, well you know, 13... and bad luck and all...
Thanks I hate it
I have never given engineers enough credit - this was pretty fascinating to learn just how much design goes into the weight calibration.
Hey Bro I love your videos.
Very clear and common sense.....
Do you make the engine animations yourself?
Thank you. Yes, I do. Fusion 360 for now. Might switch to Onshape in the near future
@@d4a That’s actually very impressive thank you for your hard work.
@@d4a Very nice, I use SolidWorks for over 20 years now. It's the absolute best. So easy and common sense. Nice Work!
sounds like a good reason to convert to 48v system.
I got traumatized by that shitty AI voiceover, im glad i can use the original one
What AI voiceover?
Get a grip of your life AI is the way forward whether you like it or not. You have no choice but to go with the flow or not be in the flow pathetic
Yeah the auto-translated audio tracks are quite lifeless
@@d4a theyre talking about the audio tracks, they are sometimes auto enabled
How to disable it from a mobile browser? The only way I see is to use the desktop mode, but is not very simple.
I really enjoyed your vector diagrams showing how primary balance is achieved. Your CGI is very helpful.
Just saw that engine on insta and new that u would make a video on it. Absolute madlad u are bruv
“We’re going to completely ignore this” and smile from ear to ear lol :D
You explain engineering as well as Degrasse-Tyson explains astrophysics. Thankyou for another great video!
How much would the electrical system need to be upgraded? Most bikes have a resistor that disperses excess electricity from the flywheel. Not to say that it would completely power the compressor, just wondering.
In 5 years people will be putting these compressors from crashed bones on kei trucks... And that's pretty cool
Thanks for your educating videos. I learned about the combustion engine when I was a kid. It was fascinating. It's still fascinating to learn about how new engines work. Your quality work makes it so attractive to watch and learn.
Thanks for appearing in suggested feed. This was highly informative
Cool presentation, clear speech, excellent English, plus a very interesting topic about my favorite Honda! - why You was not my teacher 40 years ago!? :) Thanks a lot and Happy New Year! And yes, this issue from Honda will be the revolution on moto!
been a long time since ive scene something new that i like.... really like... something like this in a 1500- 1700cc low rpm configuration cvt trans in a small commuter car might be a hybrid killer. also cool in a motorcycle..
You've done it again, explained something really complicated in a simplified way. Really interesting. I ride a VFR1200x, which for those in the know VFR stands for V 4 Racing derived engine. Where the two internal cylinders are rear facing and the front two are on the external. This reduces the frame width. The VTR should be even slimmer. I look forward to it's launch and then the later additions with larger, more powerful engines. Great vid. 👍🏼
Always great content! I can't wait for the mods and upgrades we'll be able to do on this masterpiece of an engine😉!
They ought to make the unpaired piston a supercharger like DKW did, or just a dummy conrod like the Ducati supermono.
The channel that anybody watch and still don’t understand but ❤it!!
Please never stop uploading🙏 I can't imagine a world without D4A content💯
instead supercharged like h2, honda choose turbo charger but it's e-charge
big fan of the e compressor idea... for decades! good to see tech has caught up for it to be used
The research and the dynamic graphics you present are absolutely amazing !!!
Some of the engine's power must be used by the alternator so it can generate sufficient electricity. Honda will most likely make it so that the alternator will automatically turn off during acceleration. Perhaps only in sport mode. Then
Allow the alternator to operate normally during constant cruising speeds. Honda goldwings with heated seats do this in a similar fashion. The gold wings don't shut down their alternators, but they temporarily turn off the heated seats during acceleration.
Always look forward to your post ! 👍
Merry Christmas ! 🎄
You’re channel is so good, i’m trying to become a mechanical engineer
Excellent video! It's very fascinating to see how the primary balance functions within this engine! Keep up the good work! 👍
I guess I'm old, but I like the feel of turbochargers. I like the positive feedback loop where the engine revs up far enough for the turbocharger to start supplying more air than the engine can naturally intake, whereupon the engine starts building horsepower at an exciting rate. Having the power delivered instantly is great for commuting, but not as much fun.
I absolutely love your videos. No doubt at all.Thank you.
My 2nd bike was an NS400R. I can attest to the smoothness of the V3 configuration. That bike was a blast. The main downside was you smelled like an oil refinery after riding it as it was a 2 stroke. But it punched well above it's weight. That era had several similar options from Yamaha and Suzuki as well, but those were inline 4 cylinder 2 stroke bikes.
rg500= square 4.
RD500= v4.
@@impulse_guy_22 Sorry, I knew they were 4 cylinders, I just assumed they were inlines. Cheers.
Two things I think are overlooked in this video
First, an alternator does not function like a car's alternator. Most motorcycles have a magnet, and the voltage is regulated by shorting the ends of the windings. So, an increase in weight will be different.
Second, that torque line is not beneficial when you ride a motorcycle. That is why we do not see too many electric motorcycles on the road and not in the near future. They have some torque control when you corner using the measurement from a gyroscope but they are slow and not slipping using the throttle in a corner is very difficult.
Anyway, I always love your content.
I was thinking along your 2nd point also. It very well may not be a power curve that is easy to control. They can try to control the power with things like electronic traction control, (which I am not a fan of). But to bring braking (anti-lock brakes) into the argument, I can actually stop is less distance on slippery roads by pumping the brake petal, (and paying attention to traction), even if the car has anti-lock brakes. IMO, a smoother power delivery, and the use of a manual clutch is hard to beat. Talent, is hard to beat. :)
@@EarthSurferUSA I agree, that's why Zero patented clutch on an electric motorcycle.
Thanks for the video, learned some things about Honda's V3 engine configuration and problem solving.
Still I would like to see the battery that will juice this e-compressor.
It's a supercharger. Not belt or gear driven but electrically driven. Brilliant. Now software can provide a boost curve that can be changed based on rider preference.
Thanks D4A, I remember your rcv211 vid, and you I think you're spot on the crankshaft tech so far!
Brilliant and education related sponsors are the only ones that I’m never mad about ppl pitching
Having history with Honda V engines this is making me salivate. Uneven firing order is very very good on motorcycles, it gives fantastic traction and traction feel accelerating out of corners. Honda will so nail this, this kinda thing is what Honda are known for. The weight distribution and chassis layout will also be very good. The E boost is F1 trickle down, F1has a turbo also and the motor is a generator when the turbo is able to make more energy than needed at the moment, this requires a lot of software and electrical expertise. Go Honda!