Logic Defying V5 Engine - Honda's RC211V Explained Like Never Before
Patreon: / d4a
Support d4a: driving-4-answers-shop.fourth...
Official patent: patents.google.com/patent/US6...
RC211V model: amzn.to/3PSE9Yv
In 2002 Honda introduced the RC211V motorcycle to MotoGP, the highest level of motorcycle racing in the world. The bike was a response to the chaning rules of Moto GP and replaced Honda's previous contender, the iconic two stroke NSR500.
Now the big deal about the new bike is that it's engine was something that no one had ever seen before, a V5. I mean over the decades we have been conditioned into thinking that a V engine must have an even number of cylinders, V2, V4, V6, V8, V10, V12. And Logically it makas sense....we have two banks of cylinders and both banks have the same number of cylinders which means that neither bank is generating more force than the other bank leading to a well balanced engine.
The general public was so puzzled by the V5 engine, which has 3 cylinders in one bank and 2 cylinders in the other that soon rumors spread claiming that the bank with two cylinders had larger bores and larger pistons to restore balance. This of course wasn't the case, all pistons and bores are of the same size. But even to this day, many people believe that a V5 engine is impossible and would self-destruct in operation. However Honda proved this wasn't the case, not only did the engine NOT self-destruct, it revved continuously and reliably to 14.000 rpm, and it did it it's job so well that it helped Honda win three rider and four constructor world championships. In fact the bike won 48 out of 82 races, it won more than half of all the races it entered, which is an extremely impressive statistic for MotoGP and even more impressive for an engine that should self-destruct according to layman logic.
How do you make a V5 work? Well the answer is pretty simple....you make it work by building an unbalanced V4 and then using the extra piston to balance things out.
So how do you unbalance a V4? Well that's easy, you loose the 90 degree angle between the banks that allows the counterweights to keep things balanced. This why Honda gave their V5 an angle of 75.5 degrees between the two banks. The added bonus of this is that it makes the engine even more compact and allows the wheelbase of the motorcycle to be shorter which improves handling response.
But why exactly 75.5 degrees? Why not 80 or 70 or whatever else. Well the answer to that is that 75.5 is the point at which the piston of an internal combustion engine is at or near it's maximum velocity.
And why is this important? Well to understand that we have to observe the V5 engine in action. As you can see Honda's V5 is essentially a V4 with zero degrees offset between the two common crank pins, and an unpaired piston on a single crank pin between the two piston pairs. As we know the angle between the two banks is 75.5 degrees and the crank pin of the unpaired piston is offset by 104.5 degrees from the center-line of bank 1 when the engine is in this position. These angles result in the forces created by the engine canceling each other out. See video for actual detailed explanation with graphics.
One more final side-point just in case someone is wondering. No, the engine called V5 by Volkswagen does not work like the one we just discussed. As far as I know the V5 in Honda's RC211V is the only one of it's kind and it was never mass produced, it was made only to compete in Moto GP. What Volkswagen calls V5 isn't really a V5, a much more appropriate name for it would be VR5, in the same fashion as their VR6 engine. Honda's V5 is a true V engine with two cylinder heads and two sets of camshafts, cam gears, etc. Volkswagen V5 is just like a VR6 but with one cylinder less, meaning that we have only I believe only 15 degrees between the banks, one cylinder head, one set of cams etc. And just like the VR6 has balance very similar to an inline 6, so too does VW's „V5“ have very similar balance to an inline 5
A special thank you to my patrons:
Daniel
Daniel Morgan
Pepe
Brian Alvarez
Jack H
Dave Westwood
Joe C
Zwoa Meda Beda
Toma Marini
Nelson
00:00 MotoGP champion
02:43 The role of the counterweight
04:37 The magic of a 90 degree V
07:00 Velocity and acceleration
10:42 Balancing using imbalances
15:20 Volkswagen "V5"
#d4a #v5 #enginebalance
Patreon: www.patreon.com/d4a Support d4a: driving-4-answers-shop.fourthwall.com/ Official patent: patents.google.com/patent/US6745730B2/en RC211V model: amzn.to/3PSE9Yv
......I didn't understand a single thing. Great video XD
The only V5 automobile engine to reach production was the 2.3 L (140 cu in) "VR5" engine manufactured by Volkswagen from 1997 to 2006. Based on Volkswagen's VR6 engine, the VR5 was a narrow-angle engine with staggered cylinders (three cylinders on one bank and two on the other) sharing a single cylinder head.[3] As per the VR6 engine, the angle between the banks was 15 degrees. Initial versions used 2 valves per cylinder, however, an update in 2000 resulted in a total of 4 valves per cylinder and the addition of variable valve timing.
Would love to own one.. Rossi with loads and Hayden with his two wins but still a champ R.I.P. Nicky!
What a video, thank you! Hey how's it going? I'm from Russia, I really like your videos and I'd love to spend some time making subtitles so that my friends and other non-English speaking petrolheads could enjoy it and gain some really decent knowledge. Could you please enable that exact feature so that people could submit their translations?
Great video!!! I just wanted to add, that Honda had V3 engine as well, and it was 2stroke. Bike looked very similar to VF400F, so I assume it was made in late 70s or early 80s. Will be perfect if you can make video for it. Thank you once again!!!
Yet another tremendous explanation of engine science.
Exact my thoughts !
And sadly Europe decided to ban all of this in few years.
Yup. The guys brilliant at marshalling his explanations 👍
genuinely expert in this line of work i guess
Never could trust this character since he endorsed the rediculous Alfadan project.
This was the engine that unintentionally cemented Rossi's legacy. Rossi left for Yamaha to prove that it wasn't just the bike... but the RC211V was just a stellar bike in that sweet spot right after 2-strokes ended.
Yep, right place, right time.
Turncoat. Even was naming a bike after him, RC46, the VFR800.
I mean, Rossi still won a lot without Honda, but the RC211V's reputation is undisputable
I have the feeling that the RC 211V had one of the most linear power deliveries in top end racing history!
The 2004 Yamaha engine deserves a video like this..
My brain hurts...but I fucking love this...I haven't seen any other videos that goes this deep in detail about one of the most iconic engines ever made...Thank U D4A
No pain no gain 🦾
Lol mine too
@@MR_IC i know my answer won't be very detail but. All of those engines comes from Toyota A series engine. 4A-GE is the normal engine used in corolla with many variations including the 20V black top. 7A-GE is a mix of 7A-FE bottom (the block and crank usually) with 4A-GE head (head and piston). I believe they do this because 4A-GE head can deliver more air and fuel compared to 7A-FE head. This result in a 1.8L engine with exceptional performance on bottom and high rpm. The highest number of A series engine is 8A. 9A-GE is a combination of 7A-FE, 4A-GE and some parts from 1ZZ or 2ZZ engine. Hence why it is not very popular, although it is much more powerful and on paper it can output power and torque close to a K20A from FD2R. 7A-GE and 9A-GE are not official from Toyota, both of them are made by consumers or tuners.
Check out vw vr5 if you want to hurt your brain
@@ryanbeck4826 There's nothing about the VR5 to make a guy's brain hurt... It's basically an inline 5 cylinder with every other piston 7.5° offset from vertical. Nothing special there at all. If your brain hurts thinking about the VR5, you need to give up on engines.
Honda and Suzuki built V3 engines before, Suzuki didn’t use theirs because of a rule change but Honda used V3 engine in the NS400r roads bike and the NS500 before the V4. Good video, you do an excellent job of explaining complicated principles
The MVX250 V3 Production bike came to mind when the V3 got crossed out.
@@duncandrummond726 Yep that’s the other one I didn’t mention.
@sourand jaded You sir have had a life worth reading about.
Was the NS400R from around 1982 with 2 pipes up top and 1 down low?
@@zedfender9423 2 on right side and one up high as far as I can remember
Not only did I learn how this V5 even functions, but also the other even V-type engines. Awesome video
I respect how much work you put into these videos! Well done and very clearly explained!
The brain pain term is perfect for describing this engine. I scratched my head many times to find out how does it actually work 😅
and that's coming from you! i bet jason (engineering explained) would have issues with it too!
That's how I feel with regular engine talk 😆 but I find the mechanics of them interesting
@@SoulTouchMusic93 so now you know.
This is a variation of the trick Honda did with their 52 degree vee twin engines. The crankpins are offset 76 degrees. (76/2)+52= 90 degrees. They have a 232 degree firing order but emulate the balance of a 90 degree vee.
It was a beautirul engine and i'm kinda sad to see them switching over to the parallel twin they use now.
When MotoGP switched from two to four stroke engines, minimum weights were based on number of cylinders. Twins, triples, fours, and six cylinders all had different minimums. I read somewhere that Honda wanted to use a V6, but it would have to be too heavy.
Correct. I recall the V4 and V5 had the same minimum weight which was a definitive advantage.
Yes that's right, if my memory is correct it was a 10kg jump between 2 cyl and 4cyl and the same again between 4cyl and 6cyl. I believe that was the thinking of Aprillia's ill-fated 3cyl "cube" GP bike, it could run at twin cyl minimum weight.
Somehow opportune: Old saying goes " what you carry in your head doesn't weight on your shoulders" . In this case it had almost a 60% efectivity from the start ..in real life.👍
correct. Honda always coming up with crazy ways to take advantage of rules. Honda wanted to make a V8 4 stroke to compete with 2 strokes of the same displacement to avoid giving in to making a two stroke (kind of like how they made a 6 cylinder 20,000 rpm 250 cc in the 60s, Honda had up to that point in the early 80s never made a 2 stroke roadracer) so they came up with an oval piston v4 since 8 cyl weren't allowed and oval piston allowed the valve area more equal to that of an equivalent 8 cyl. It had competitive power but reliability issues and so they finally gave in and made a 2 stroke and won a title with their first 2 stroke 500 cc RC.
Nice job on explaining a very complex engine. I'm an old motor mechanic, I'd heard of the glossed over fact that the Honda V5 used the extra cylinder to balance the other cylinders, but hearing the engineering behind it certainly makes your head spin 🙂👍
🤔Are you a mechanic who is old, or are you a mechanic that specializes in old motors?
@@GeorgeTsiros I'm 55 and work on old and new things 🙂 You be the judge.
4:03 This is the golden rule for engine balancing, primary forces and couples are (always, in theory) "averaged out" so that they are "circular" (equal in magnitude in the horizontal and vertical directions).
It's videos like these that show you really know your stuff. Incredible work. Thank you for bringing knowledge to us!
I think you should have been an engineer, hahaha. Designing the world's first cross 7 engine. Just do it. It's awesome how having watched most of your videos leading up to this, I either already understand principles you're going to discuss or know what you're going to talk about before you get to the next subject. You really help people understand all these concepts and that's so amazing. Mad props. On to 1M subs!
Your surface level coverage of V-engines BLEW MY MIND. Now I understand why people say "V engines are smooth".
I have a Honda ST1100 V4, and BMW r1100rt, Boxer twin. The Honda has better fuel efficiency, HP, torque, and just feels more responsive with less latency and buzz. Now I understand why.
@@OutsideTheTargetDemographic I got to ride friend's Ducati 750 Sport in the early '90s and it was the smoothest engine I'd ever experienced. It was a 90 degree design. I recall from my early days in the motorcycling world that the 45 degree v twins from H-D were called "Milwaukee vibrators".
@@whalesong999 Well, luckily, Harley's 45deg engines barely run, so you don't spend too much time being buzzed in your nether-region. 😉 Never understood the appeal. Then again, I have done hundreds of miles in a day, and ran The Tail of the Dragon maybe 5 times. To each their own. 👍 I read a comparison between my two bikes, where they said the boxer was nimble and low center of gravity, while the V4 of the Honda was "turbine in power production and delivery", which I felt was very apt.
@@OutsideTheTargetDemographic Well the biggest reason it has less "buzz" is because it has more cylinders. As for the rest it's explained by completely different engine designs - different cylinder/piston size, different stroke, different engine management system, different valves, different cams, one is even air cooled while the other is water cooled - nothing to do with being a V engine.
@@BigUriel Right, yet, Boxer engines, by design, cancel out balancing issues by their design. So to me, a simpleton, trying to understand why my non-boxer is smoother than my boxer, was not understood. More cylinders helps, IE a boxer 4 (like my Subaru) should (and does) have a smooth power delivery and noticeable lack of buzz and engine noise compared to other engines (like the wife's Chevy I4 engine). This video just explained to me why 90deg engines are smoother than some other designs.
This just tells me we need more odd cylinder engines. Such a clever squeak of efficiency.
I think so too, from what i understand the same trick can be used on any odd cylinder engine. The downside is the increased cost of needing an odd and even cylinder head, rather than casting one head twice as many times. That is offset by not needing balance gears. But if a manufacturer already had a related v6 and a v8 on their sales floors. they might be able to reuse a head from each without increasing development cost.
V5s do exist, VW had one
@@martin-vv9lf V engines usually have two head castings, left and right. The cam drive is the non symmetrical element that demands the mirror image casting. There is a fellow making a V8 using Honda heads, and so it has two separate cam drives, one at the front and one at the rear of the engine.
@@jiroyamamoto2878 But as you point out that a camshaft in a pushrod is non symmetrical, a v5 engine is also non symmetrical, therefore it will require a set of cam lobes per cylinder, not per two cylinders. This may be possible to accomplish since the two cylinder bank fits in the hollows of the 3 cylinder bank and as such the cams will not intersect. The downside is less room for bearing surfaces on the cam.
@@martin-vv9lf I admit I don't understand your premise. In my above comments, I was referring to an OHC head, not to a pushrod head. I believe that most engines do not share cam lobes with another cylinder.
I understand the idea that you have to create an unbalance V4 engine first, but the thing is you obviously have to do so with a v5 in mind (meaning that you have to determine exactly the perfect imbalance of v4 engine you want before you can make it a v5). It really does seem like genius engineering, exactly why I am studying to be a part of this field
I wonder if you could use the same method to add two cylinders instead of one to make a primary balanced v6. I don't know has anyone done that before without using balance shafts or weakening the crankshaft with split pins.
That was one of the most informative and interesting mechanical things I've ever learned, and that's for over 56 years! Very very cool my friend, thank you!
I am boggled at how you come up with such amazing content and present it so well. Thank you.
I always feel joy watching your videos because of how fluently you explain so incredibly complex topics so simply and clearly that is really,actually understandable
Another most excellent video! Your ability to simplify the complex while maintaining correct details for actual understanding is AMAZING!!!
I like Donut Media and other channels for making things more accessible, but I'm often left with more questions than answers. On the other hand, channels like this make me really know why it has to work the way it does, and makes me respect these pieces of engineering for what they actually have to put up with to not only be put on the market, but succeed at its daily tasks and the demands made of it. And then there are the people who wonder why self-driving cars aren't here yet.
😂. I am assuming you meant that people wanting self driving do not appreciate all this as much as we do? It's how I see it, anyway. Then, again, when the postmortem report comes out, they'll only find dirty grease under my fingernails. 👍
I've been a fan of the rc211v long enough that I have a 2008 1000rr in my possession. Your explanation is more thorough and more approachable than any other I've ever seen. Thank you for making this!
Just was watching a RC211V video when yours came up! You never fail to dazzle me with excellent content, first class as usual!
You are quite gifted in making complex topics understandable without removing any of their details. I love your channel!
I have learned an incredible amount from this channel, and it never stops. I would like a video on different diesel injection systems such as common rail, prechambers, and indirect injection
such a great video. Im technically minded with an engineering background and found this to be a really good balance of basic vs technical. core concepts explained well, no overthought on irrelevant info and a focus on the basic x,y,z axes well done
Thoroughly enjoyed that vid. I'm a massive motogp fan. Stoked to see you on a motorcycle keep it up bro, it's a very rewarding passtime
Hey thanks for the great video man, I enjoyed your explanation and your technical style animations really help with getting a grasp on what's happening. I love Honda's engineering! Keep the good stuff up mate :)
Thank you so much for this. I know I'm gonna watch it a few times to really get it but your explanation is very good. Kenny Roberts team also worked with a V5 I think based on the 211V format.. it was certainly one of the most interesting engines and I remember back in the day it was like the Valentino Rossi show Starring the V5 Honda and the rest of the crowd racing for second place.
A great use of fusion 360... The animations were nicely done and helped to understand the complexity of the design
You might be the best person to talk about this gem of an engine, was really happy to see that you made this video. Thanks! ❤
Whoa, that was really cool. Imma have to watch it 1 or 2 more times to absorb it all though. The only point I got lost was when you were explaining where each force vector for the imbalances came from. You're very good at this!
This is one of the best explanation I have ever seen and your channel is way helpful for me as I am pursuing mechanical engineering .THANK YOU ❤❤❤❤
He explained it so well, even I could follow it!
After a great deal of experimentation on British single cylinder and vertical twin 4 stroke engines I found that a balance factor of 62% of the weight of the total number of piston and rod assemblies works best, the weight of the components was measured and that weight was divided by the balance factor then the resultant weight was taken in solder wire that was then wound round each of the big end journals equally then the crank was placed on bearings so that it could rotate freely and holes drilled at the heaviest point until the crank with it's solder wire was in balance
Thanks for another great video explaining complex engine physics! Always amazed by your eloquence and language skills ! bravo!
Love these videos! Just when you think you’ve heard of every weird ICEngine, you’re stunned at crazy configurations like these! Tremendous explanation as always mate
Brilliant! Fantastic explanation and visuals as always. 5 thumbs up!
One of a few videos that I watched at x0.75 but rather at x1.5 Great job, thanks a lot!
I love your content. You make everything so clear and easy to understand. Cheers from Calgary, Alberta.
Nearly there,just need to rewatch 1 or 2 hundred times to completely understand. I salute you once again dear Sir. Thank your
This was bloody brilliant. One of the best feelings you can get is from fully understanding something logical like this👌
I’ve just discovered your channel, on my third video in a row, thank you, you should be an engineering instructor, I work on jet and prop aircraft as well as classic cars and you have condensed years of engineering comprehension into a few hours, will be following you from here on in 👏
Genius explanation. Loved it. Brain doesn't hurt but is filled with joy that you found a way to explain it in quite much detail but "simple enough" for "general youtube-public" :D. It would make a great part of a teaching session in mechanical engineering :)
Your motion graphic of the engine was so good that I fully understood how they balanced it before you started explaining it lol. Good job.
outstanding video. great explanation. as usual, always stellar vids
Massive thanks to you for the explaining. I really really wonder and was so many question about this odd engine especially when I see how crazy is the exhaust (in 2006 rc211v) are be arranged and was badass style. How cool is that
I think they changed the firing order for the final version, hence the crazy exhaust, it became a big bang engine
So thats mean big bang firing order need a bigger exhaust flow? Dude, I absolutely love the final version
I only found out about this engine recently, and was really curious about it. So this explanation came at the perfect time - Thanks :)
Finally! I've been searching forever to get this engine explained ! Thanx Alot !!
What a fantastic explanation. Thank you for doing these. Excellent graphics and great technical knowledge. You rock!
Only you can make such a complicated matter interesting AND fun to watch, I'm fuzzy all over. Thanks for all the effort you put in your video's! Only downside; I am never again going to buy a piston engine, anything but pistons for me... and no, not electric but a rotary engine... 🙂
I enjoy your videos very much! Very thorough and very well made. Keep it up.
I have watched your engine and boost schools and now it's so easy to visualise the inner workings of an engine that o use these videos as ASMR to go to sleep
Your videos are as good or some times better then EE ...all the 3d work, in depth research, well resumed and packed in a single easy to digest format. I wish you would collaborate with visioracer (to have a sound and story videolink after your technical explanation). Thanks again
EE has been injecting too much politics in his videos to the point where they are unbearable now
@@hershellumiere it's an important part tho, I respect EE for it allot!
@@TheSlowDude I really don’t. Politics for literally thousands of years has hindered and poisoned scientific progress and knowledge. Just because it’s your guy doesn’t mean it’s right. There’s even a video on this Chanel about it with the push for evs.
@@hershellumiere I'm with you, don't get me wrong. I hate to live in a world ruled by a few wealthy people!
Absolutely interesting and very well explained. Very good graphic animation. I'd like to see this about the Ford V4 with 60deg., which was in Production in Germany in the 60th., like in the smaller Taunus, 12m, and 70th, ( 17m, Consul V4, Transit MK1 etc). These V4 sounded always a bit "ill" to me. ( despite they earned their nickname "Marathon".
I love these videos dude. Very plainly stated and easy to follow! And on cool topics!
I was so puzzled when I learned that there was a championship caliber engine with a V5 configuration. It blew my mind away. I am a huge VR46 fan, so I knew. Love your videos my friend, I also loved the one you did about the Yamaha engine. Have a nice day, greetings from Greece.
All that without even going in to the firing order, which basically concentrated the power pulses in order to enable the rear tyre to regain grip momentarily between them. The actual design may be shrouded in secrecy, but I am sure someone like Allen Millyard will be building one in his backyard shed as we speak with just a box of leftover engine parts, a hacksaw, and a swiss army knife.
Fantastic. Allegedly one of the driving forces for this layout and the V3 two stroke was to have the narrow end of the motor accommodate the riders legs when tucked in. Honda at their absolute innovative best.
What a load of rubbish. You do realize that on the V triple two stroke, the area next to the rear cylinder on both sides is used to run the exhaust expansion chambers from the front two cylinders through, right? Which makes the back end of the engine virtually the same width as the front?
The vfr1200f and X have the same principle with the rear cylinders connected to the middle of the crankshaft and the front pair to either end making the rear of the engine much narrower.
0:49 reading about this engine years ago, I read that the rumors of the 2-cyl bank, thought to be larger in displacement, were designed to have a peak torque RPM slightly lower than the the 3-cyl bank. The 3-cyl bank was thought to have a peak torque maybe 1000 rpm higher. This was thought to give the bike a wider range of peak torque (all high up, as its a racing bike after all). Basically, the thought was it could maintain a wider powerband than a 4-cyl, while still having a higher RPM. Of course this turned out to just be a rumor... but still, an interesting concept.
Thank you for your clear explanations, and especially for your enthusiasm!
I've always considered myself pretty intelligent when it comes to understanding mechanical devices, but you're on a whole other level. The fact that you figured this out based on the patent application kinda blows my mind. You gave a wonderful explanation as well of course (as usual). Thank you!
Absolute genius. Man, i love these videos ! Great work, as always !
Your videos blow my mind, I very often have to skip back a bit because my brain simply couldn't take the information in fast enough, great stuff again 👌👍.
He took out his bible and started reading it, then I really got confused
Fantastic video, as usual. Next would like to know more about combustion chamber design and intake valve its size, timing, lift etc and how all these factors does affect on engine torque development. Along with it, What's swirl and tumble and their significance. Everything related to it plz try to include and explain it.
For intake valve size... NA engine has a bigger valve to maximize vacuum along with a swirl system to mix the air fuel properly. With a higher valve lift, you can increase entry/exit size further reducing load during vacuum. The exhaust valve can be small as the gas is being positively pushed out by the returning piston. Combustion chamber designs can be designed for non interference or bigger/smaller compression ratio and proper flame propagation. Theres also a different combustion chamber for diesels. The other one that uses indirect injection has a small swirl chamber that tries to mix injected diesel with air. It has mostly lower noise levels than the direct injection but it can't beat modern commonrail direct injection that injects multiple times to emulate swirl while the piston climbs up during compression.
great video as always, i had no problem understanding this and enjoy these types of videos and have worked with tons of engineers and have technical/mechanical background, lines been good, i love these odd spec engines, i could see the Ducati engineers laughing at Honda, they're an arrogant bunch of nuts and Honda said simply hold my beer and went to work and built this awesome engine and watched Ducati pick their jaws up off the floor, I just love it Like when the V4 car engine was built by Ford, I don't know if they were the inventors of it, they used back in the day and was fairly successful and reliable for smaller lightweight vehicles and still see a Saab running around with one in it and its pretty smooth, like an inline 5 CYL Audi/VW used them and Volvo used them when they brought out the 850 series cars cars in 1992 and here in Canada in 1994 and remember driving a base 4DR with a 5 spa manual and that thing ripped for a new model car and got amazing fuel economy, 1st customer said as good as 6.85/7.3 litres/100kms that was really good for that year in the 90's for a big car for Volvo and the natural intake sound was awesome, in 2000 when then used VVT on both intake and exhaust, the V70 N/A 5 speed auto would get almost 1000kms to a tank of petrol, great cars, and great video 👍
That Ford V4 that Saab used was originally designed in the US for a small car called the Cardinal that was cancelled before production. Ford built the Falcon instead, but the engine was used by Ford in Germany in the Taunus and others. It was not, however, a 90-degree vee but 60-degree with a four-throw crank, so it did not have perfect primary balance. It relied on a balance shaft. It was built in capacities ranging from 1.2 to 1.7 litres and fitted to a range of vehicles. Most contemporary reviews found it pretty unimpressive. Ford UK repeated the error with the Essex V4s of 1.7/2.0l (Transit van, which was so boomy that the tradies did not notice the engine vibrations) and matching 3.0l V6 for the Zodiac and then the Capri. For all its deficiencies, some of the V6s lasted long enough for owners to replace the awful V8s in their Triumph Stags with Essex V6 that came either from rusted Zodiacs or crashed Capris.
I think I saw a video on this engine recently but I love that you covered it too
Yeah, I've got that warm fuzzy feeling of comprehension after watching this. Your explanations do a great job of making the complex physics and mathematics understandable.
260 hp from 990 cc....sweet Jesus. I would put 2 together. Flip the second ending so the piston per side is the same. 540hp for 2000 cc. Under 500 lbs. Then turbo it...900hp...Mic drop.
The only engine can beat ducati engine
You deserve more subs.
Thank you for a detailed explanation. The graphics and slow mo are brilliant. I appreciate the effort your videos take. Well done. and hats off to Honda, Yamaha and I believe Moto Guzzi too for pioneering some incredible vision in alternative engine philosophy. All the best for videos to come. Cheers. Glenn from Australia.
Your videos are always a pleasure to watch. Very thorough
Just another evidence that Japanese people have completely different set of mind! Dude! Majority of your vids often just blow my mind opening completely new horizons! Thank you for your job! How is your rapping carrier going btw?
I'm keepin it real and still waiting on that big record deal #risingrapstar #neverstopbelieving
Man I wish I would have had these types of lessons 50 years ago. Would have definitely gone into mechanical engineering, always had a fascination with it & practical applications to develop a new experience. Interest, Enthusiasm and Educational materials are the key to Inspiring the future. Thank you for all you do, I have sent many videos to some of the high school kids that I coach, who knows where they’ll take them it will be exciting to see!
This explanation is just awesome! Thank You a lot for this! I'm loving it :) I've subscribe and will been waiting for every single new video.
What an amazing video. I've been looking for how this engine works for ages. So balance wise this is pretty genious, because it's like a v4, but with a narrower angle and without a rocking couple. So the primary balance is absolutely perfect. However, you didn't really touch on secondary balance. Does it also have perfect secondary balance because of that odd 75,5° bank angle?
Yes, that's a very important observation, because the rods are stacked the way they are there's no rocking couple. Secondary is very close to v4 but I think it's only slightly worse in terms of secondary balance than a v4, probably irrelevant. We have two at TDC, so that's two forces up, two at maximum velocity, so that's two forces down, and the odd cylinder a bit past max velocity so that's another force down-ish.... So not two up two down like the v4. The v angle is different too so they again don't fully cancel out, just like in the v4, but they're also not perpendicular to each other, which should work a bit in favor of the v5. But all of this is hair splitting, the secondary balance is smallish anyway l, especially on a 990cc thing with tiny pistons (tinnier than a v4 mind you, maybe they're the same overall for secondary) and it's overall miles ahead of a flat plane inline 4.
I think the crank pin arrangement gives perfect secondary balance. The crankpins are mirrored on the crank with the outer cylinders on the same bank. There also will not be any rocking motion from this either.
@@d4a Okay that makes sense. So overall the V5 is a pretty cool engine, but it's pretty expensive I guess. You can't use the same heads or even head covers for both banks, they are all unique. So it's fine for a race engine, but unfortunately we'll likely never see one for the street.
That's absolutely fantastic engineering. Thank you so much for telling us about it so clearly. The only thing that saddens me is the patent application, which strikes me as trying to own mathematical calculations or at least a result. Of course in the US this is certain to be granted, but that's another story.
I enjoyed every minute. Thank you for the way you explain these technical features
Your energy+knowledge+ability to explain efficiently = my ability to absorb & learn sufficiently. Thank you!
Nobody builds engines like Honda. Good mechanical analysis.
Imagine if Honda had Mercedes money for racing R&D.
Outstanding Explanation!! I always wondered about that engine and how it balanced. I too thought balance was done by it's piston size.
You have an excellent way of explaining things as to make my brain not hurt, doesn’t hurt at all, man, thanks!!
Not only are you a mechanical genius, you remind me of Kevin Cameron from my old motorcycle magazines, a man who could explain in layman terms how things work. You do have the advantage of CG video for the visual function, but you still have what it takes to explain it so I can understand. Another great video, young man!
I think Kevin still writes, but man, when I got the bike bug in the 1990s my parents got me Motorcyclist and Cycle World subscriptions for Christmas and Kevin Cameron for Cycle World and and Gordon Jennings for Motocyclist were superb technical writers for a teenager on his way to majoring in mech engineering like I was.
I'm very happy that I found your channel. 🤗
Best explainations come from you, love it man!
Good explanation, and a great channel. Thanks for explaining how this works. You have a gift for understanding and explaining complex, technical things.
I just watched the NR oval piston video and loved it! That's why I'm watching this one....obviously! LOL! I simply applaud your format and story telling abilities with the passion you have for tech, history, and your audience. This was just a very refreshing gem to find at 8am in the morning after back surgery! Thank you! Oh, if you have any T-Shirts laying around, needing a home in return for some marketing and advertisement (my Facebook group car audio followers watch & buy what I recommend), I would greatly appreciate it! I'm starting a KZhead video series for car audio and one of my "gimmicks" will be wearing the shirts of every channel I support EXCEPT mine! LOL! Thank you!
Thank you for the support man. You wouldn't believe it but the shirt on me is the only one I have. I outsourced all the merch ever since covid ruined international shipping. I used to ship myself but stuff started not arriving so I gave up.
In the crowded automotive (& m/c) field, D4A continually comes up with different & excellent vids.
I had to "rewind" a few times in the first half part of the video, to be able to follow with all the physics and geometry explications. It hurts a little right now, but I'm proud of my self 😅I did manage to understand. At least, I think so 🤓 As always, you have the talent to make very complicated things, a little more understandable for us, the usual mortals 🤠 Thanks, yet again 🙋
You are correct, I have a warm fuzzy feeling of how this works in my head. Thanks
You lost me there near the end, but brought it all together before the end. that's some good explaining.
Thank you for the logical physics..umm...headache remedy? really great quick understanding vs going through the patents. Keep it up!!
I was amazed by the RC211 V5 when it came out. I never knew why, then, other than that it was unique. Thanks for the excellent in-depth explanation. I like it even more now.
once i saw it, couldn't unsee it... that v5 is genius... thanks for this explanation which has also helped me out with my project v4 engine... please do a video on roller crank bearings like in the Honda s600... thank you...
You would think it could not work but after your very clear explanation it works very well,well done to you and Honda engineers.
Like always the most on point explanation on youtube thx for that one bro
Great video. Appreciate you also linking the video from driving 4 answers. He’s got some really great videos. One sorta related to this one if anyone is interested is: MIND BOGGLING ENGINE GEOMETRY - Rod Ratio Explained
Also notable for figuring out unusual engine balance were Lancia's many narrow Angle V4, 10-20 degrees from 0.9 to 2.2l with crank-pin angles to suit.
Fantastic and interesting explanation for this V5. Honda has always been the best at studying misalignments of V- engine connecting rods to eliminate vibrations. See the Transalp- Africa Twin and many other models with V 52° with connecting rods staggered at 72°.
Brilliant stuff. Thank you very much. I always wondered if one piston can be used to counter the mass, but I could not figure out how.