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In today’s video, we’re taking a deep dive into Honda’s newly announced V3 engine with an electrical compressor that according to Honda will become a production engine in the near future.

In this video we will cover:
1. The anatomy and benefits of a V3 engine layout
2. The benefits and consequences of an electrical compressor
3. The engine balance of a V3

Overall I think this is a very interesting engine and approach to powering a motorcycle with many interesting benefits and challenges, so let’s dive right into it.

A v3 engine is in theory great because it has the width of a two-cylinder and the power potential of a three-cylinder. The layout is two cylinders in the front and one cylinder in the back. This allows us to have a very narrow motorcycle which reduces aerodynamic drag and can also improve comfort and maneuverability.

On the other hand, a V engine compared to an inline engine does force a somewhat increased wheelbase but in this particular case, Honda’s V3 is a 75-degree V so it’s not quite as a wide as a typical 90 degree V engine which means that it’s trying to strike a compromise by reducing the engine size a bit while at the same time leaving enough room for a performance-oriented intake system. There is no official info on engine size yet, but most reports suggest that the engine will be between 750 and 800cc of displacement.

From what we can see in the pictures and in the press release this is obviously a water-cooled engine as there are no cooling fins of any kind present and we can clearly see a water pump present. We also have a centrally located spark plug…and twin camshaft seals which tells us this is a double overhead cam engine with four valves per cylinder. So, it's pretty much a typical modern concept promising good performance. The engine is also obviously not some sort of one-off machined from billet thing, but it seems to be made up of production castings which suggests that this is engine is likely in the last stages of development and may be very close to production.


Of course one of the more interesting features is the electrical compressor. Now, some journalists have been calling this an e-turbo or an electric turbocharger which is incorrect. It’s incorrect because for something to be called a turbo it must have a turbine and a turbine is is a rotary mechanical device that extracts energy from a fluid flow and converts it into useful work. That fluid can be wind, it can be water, it can be exhaust gas.

But in this case, there is no turbine, instead,d we have an electrical motor doing the job of a turbine. The electrical motor does not extract any energy from any fluid but is instead of course powered by electrical energy and herein lies the beauty of this device.

If we’re using an electromotor to spin up the compressor wheel it means that we are completely independent of the exhaust gas flow which has many important benefits.

We can spin up the compressor to full speed and create maximum boost whenever we want. Instead of waiting for the engine to reach a certain rpm where it builds enough exhaust gas for the turbo to create a certain boost we can spool up the compressor to the desired speed even at extremely low rpm. In other words we can transform our torque curve from something like this……..to something like this. We can create an extremely flat torque curve that remains flat for most of the rpm range. Effectively we have zero boost lag and near-idle boost threshold which results in exhilarating performance and maximized engine responsiveness
Because we are independent from the exhaust gas we do not need to create complicated exhaust manifolds that all feed into the turbocharger which means reduced weight and bulk and cost. Because we don’t need complicated exhaust manifolds we can place our electrical compressor anywhere and as you can see Honda has of course placed it extremely close to the intake manifold for maximized responsiveness
We can potentially make more power with an e-compressor than a traditional turbocharger and that’s because contrary to popular belief a turbocharger IS NOT free energy. Yes it extracts energy from what is essentially engine waste BUT it still presents a bottleneck in the exhaust. If you look down the turbine inlet of a turbo you will see just how small the space is into which exhaust gas needs to be pushed. This creates significant backpressure that the engine must overcome and that consumes energy.

A special thank you to my patrons:
Daniel
Peter Della Flora
Dave Westwood
Toma Marini
Zwoa Meda Beda
valqk
Cole Philips
Marwan Hassan11
RePeteAndMe
Sam Lutfi

#d4a #honda #v3

00:00 V3 Anatomy
02:17 Electrical Compressor
08:08 Engine Balance

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