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.
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!!!
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.
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
@@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.
@@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
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 🙂👍
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.
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.
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.
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).
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!
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 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.
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.
@@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'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!
holy crap, imagine the excitement when the team discovered that con rod's internal leverage trick at 75.5 degrees. Like finding hidden horsepower at the crack of the whip if that makes sense.
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
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
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 have to commend you on what has to be as much conveyed detail possible at the perfect pace! You took a very painful, detail-rich subject And the fast paced worked in the favor in understanding it. I think the fast pace actually aided in comprehending this difficult subject. You did a tremendous job!
I have a master's degree in mechanical engineering and my best grade is at the study subject piston engines. Your explanation is just perfect to teach it to everyone. Thank you very much for your work!
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.
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!
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 👏
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.
The inverse cosine (cosinus) of 1/4 is 75.52... degrees. That is the ratio of 1 to 4 has a cosinus angle of 75.5 degrees. That's the real reason for the bank angle, it's the angle required for one piston to restore a circular imbalance in the combined piston motion of the imbalanced V4. it needs to be a circular imblance so as to be able to balance it out with an object moving in a circle: the crank counterweights. Just as with the V Twin etc. The exact angle needed to phase the extra cylinder on the crankshaft is a lot more involved and (I originally found it) a little overwhelming, so the presentation here is excellent in that is short and understandable! Interestingly, in terms of inertial torque, this V5 is considerably worse than any engine on the current MotoGP grid, despite the smaller pistons and the extra cylinder. Even Honda switched from a 0 degree crank to the 180 in the end, making it basically crossplane.
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
@@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.
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.
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
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.
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 :)
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
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... 🙂
Volkswagen sold a V5 engine in Europe. This was really just a VR6 with one cylinder blanked off. This isn't the only time this has happened; Jaguar's AJ126 V6 engine is little more than an AJ V8 with the front pair of cylinders blanked off. This is a cheap way to do it, but this V6 has V8 weight.
Interesting... I had not heard of this idiotic cylinder blanking idea being applied to a V8-to-V6 adaptation. Even then, the AJ126 has shorter heads, a lighter crank, and two fewer piston assemblies, so it is clearly lighter. By the way, it is the two rear cylinders which are omitted for the AJ126, not the front two. Car and Driver did a good article on this - search for "Block Party: Creating a V-6 By Declaring Two Cylinders Redundant"
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".
wellllllll ... if Audi used this trick in Er Quattro, maybe they would be able to stick the engine BEHIND the front axle ... but I guess, progress is the function of time.
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!
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.
There was a conspiracy theory round the time MotoGP moved to 800cc. The excuse was the bikes were going too fast and it was unsafe, so the reduced capacity would nerf them. But the theory was Honda had lobbied for the change, hoping their development into a V5 would make things easy for them changing to a V4. They would have all that development time with 200cc cylinders that the other manufacturers would have to catch up to. This however didn't work out, and Yamaha would become dominant initially in the 800cc era. Been a long time and it was mostly hearsay on biker forums, not sure how true it was. It's an interesting theory anyway.
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.
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.
You can balance a single cylinder. You can balance a twin. You can valance a triple. So ofcourse you can have any number of cylinders balanced reasonably well.
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?
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've heard Audi RS3 cars with full exhaust systems and special tunes. They sound A-MAZING. I'm putting in my wishes right now for a Japanese company to make an inline-5 cylinder motorcycle. Today without the added width of cast-iron sleeves in cylinders, engines can be quite narrow. BMW has an inline-6 engine that isn't appreciably wide in their K1600. I'm sure an inline-5 would be a piece of cake to make without being extremely wide, for a streetbike application.
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
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...
Hello, amazing video as always but i wanted to ask something About the part "the magic of 90 degree V" , if 90 degree is the best then why 72 degree V10 has better balance than 90 degree V10?, audi 90 degree v10 had to use a balance shaft to balance it out unlike their 72 degree v10s. also same for V6 , 60 degree V6s are more balanced than the 90 degree ones. Your explanation in the video about that part also made sense to me but then why is 90 degree worse in the v6 and v10 examples that i just gave?
Patreon: www.patreon.com/d4a
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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!!!
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..
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.
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!
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.
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.
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.
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).
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!
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!
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.
A great use of fusion 360... The animations were nicely done and helped to understand the complexity of the design
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!
holy crap, imagine the excitement when the team discovered that con rod's internal leverage trick at 75.5 degrees. Like finding hidden horsepower at the crack of the whip if that makes sense.
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
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
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 have to commend you on what has to be as much conveyed detail possible at the perfect pace! You took a very painful, detail-rich subject And the fast paced worked in the favor in understanding it. I think the fast pace actually aided in comprehending this difficult subject. You did a tremendous job!
I am boggled at how you come up with such amazing content and present it so well. Thank you.
I have a master's degree in mechanical engineering and my best grade is at the study subject piston engines. Your explanation is just perfect to teach it to everyone. Thank you very much for your work!
One of a few videos that I watched at x0.75 but rather at x1.5
Great job, thanks a lot!
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.
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!
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 👏
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.
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.
The inverse cosine (cosinus) of 1/4 is 75.52... degrees. That is the ratio of 1 to 4 has a cosinus angle of 75.5 degrees.
That's the real reason for the bank angle, it's the angle required for one piston to restore a circular imbalance in the combined piston motion of the imbalanced V4. it needs to be a circular imblance so as to be able to balance it out with an object moving in a circle: the crank counterweights. Just as with the V Twin etc.
The exact angle needed to phase the extra cylinder on the crankshaft is a lot more involved and (I originally found it) a little overwhelming, so the presentation here is excellent in that is short and understandable!
Interestingly, in terms of inertial torque, this V5 is considerably worse than any engine on the current MotoGP grid, despite the smaller pistons and the extra cylinder. Even Honda switched from a 0 degree crank to the 180 in the end, making it basically crossplane.
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!
Such a good video
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!
If any company could make an engine like this work, it's Honda.
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.
Brilliant video, thx for posting!!
This was bloody brilliant. One of the best feelings you can get is from fully understanding something logical like this👌
You really need to do a series on all the wild motorcycle V4 engines
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
a 5 cyl rotary engine beats this hands down .
rotary engines dont have cylinders.
@@yamahale He probably means an aircraft radial engine, which is a very different configuration of reciprocating piston engine.
outstanding video. great explanation. as usual, always stellar vids
THANK YOOOOOOOOOOOU!!!!!!!!!!!!!!!!!!!
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.
Your graphics and explanation are first rate.
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.
Fantastic explanation of the legendary RC211V 🤩
Brilliant! Fantastic explanation and visuals as always. 5 thumbs up!
I love this dude!!!!
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 :)
A crazy video for a crazy engine, well done!
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
Amazing engineering. Always starts with a challenge to the status quo. Why not 5 cylinders??
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... 🙂
Volkswagen sold a V5 engine in Europe. This was really just a VR6 with one cylinder blanked off.
This isn't the only time this has happened; Jaguar's AJ126 V6 engine is little more than an AJ V8 with the front pair of cylinders blanked off. This is a cheap way to do it, but this V6 has V8 weight.
Interesting... I had not heard of this idiotic cylinder blanking idea being applied to a V8-to-V6 adaptation. Even then, the AJ126 has shorter heads, a lighter crank, and two fewer piston assemblies, so it is clearly lighter.
By the way, it is the two rear cylinders which are omitted for the AJ126, not the front two.
Car and Driver did a good article on this - search for "Block Party: Creating a V-6 By Declaring Two Cylinders Redundant"
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".
wellllllll ... if Audi used this trick in Er Quattro, maybe they would be able to stick the engine BEHIND the front axle ... but I guess, progress is the function of time.
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!
What about the n=2 mode?
What a fantastic explanation. Thank you for doing these. Excellent graphics and great technical knowledge. You rock!
I need a Tylenol!
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.
There was a conspiracy theory round the time MotoGP moved to 800cc. The excuse was the bikes were going too fast and it was unsafe, so the reduced capacity would nerf them. But the theory was Honda had lobbied for the change, hoping their development into a V5 would make things easy for them changing to a V4. They would have all that development time with 200cc cylinders that the other manufacturers would have to catch up to. This however didn't work out, and Yamaha would become dominant initially in the 800cc era.
Been a long time and it was mostly hearsay on biker forums, not sure how true it was. It's an interesting theory anyway.
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.
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! ❤
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
Velocity is a measure of acceleration with a directional component and a time component. Speed is distance traveled in a given timeframe.
Nobody builds engines like Honda. Good mechanical analysis.
Imagine if Honda had Mercedes money for racing R&D.
You can balance a single cylinder. You can balance a twin. You can valance a triple.
So ofcourse you can have any number of cylinders balanced reasonably well.
You deserve more subs.
I think one day you'll levitate yourself waving your arms around ;) Great video explanation as always. Very clear and informative thank you!
Thank you for your clear explanations, and especially for your enthusiasm!
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
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
Damn. I bet that engine revs smooth as silk… can’t believe it revs to 16k
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 was a brilliant explanation.
Thank you.
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.
thank you so much for a very great and simple explaination
If going to this much trouble; electric motorcycle would be in order and no need to overthink it.
Thanks, another great video, Paul @ ruclips.net/channel/UCdq2jaxcmgyX0AERivIB2Tw
🤤I’m in engine tech heaven!
Awesome!! My brain hurts
I've heard Audi RS3 cars with full exhaust systems and special tunes. They sound A-MAZING. I'm putting in my wishes right now for a Japanese company to make an inline-5 cylinder motorcycle.
Today without the added width of cast-iron sleeves in cylinders, engines can be quite narrow. BMW has an inline-6 engine that isn't appreciably wide in their K1600. I'm sure an inline-5 would be a piece of cake to make without being extremely wide, for a streetbike application.
I believe Honda did one inline 5 engine for a road car. Worth looking up!
Well done explanation! Made my head spin a little but thanks to you I got it!
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
I’m glad I subscribed. Awesome video!
Like always the most on point explanation on youtube thx for that one bro
Honda have made a v3 before MVX250
Just was watching a RC211V video when yours came up! You never fail to dazzle me with excellent content, first class as usual!
Nearly there,just need to rewatch 1 or 2 hundred times to completely understand. I salute you once again dear Sir. Thank your
260 HP!? That's just incredible!
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...
Thanks for the warm fuzzy brain feeling
Great video - Very well explained as always
Could you do a video on the GR Yaris 3 cylinder engine?
Enjoy: ruclips.net/video/Rr1eJJhnsLQ/видео.html
Every one of your videos are perfect, this one included.
Thanks for another great video explaining complex engine physics! Always amazed by your eloquence and language skills ! bravo!
Hello, amazing video as always but i wanted to ask something About the part "the magic of 90 degree V" , if 90 degree is the best then why 72 degree V10 has better balance than 90 degree V10?, audi 90 degree v10 had to use a balance shaft to balance it out unlike their 72 degree v10s. also same for V6 , 60 degree V6s are more balanced than the 90 degree ones. Your explanation in the video about that part also made sense to me but then why is 90 degree worse in the v6 and v10 examples that i just gave?
It's all about the firing interval: ruclips.net/video/VQJ0kYFF9T4/видео.html here it is explained for the v6.
@@d4a thanks a lot
Inline triples - Does a denture shaking 180 degree crank actually produce more torque than the smoother running 120?