AE: Honda readies Activated Radical Combustion two-… engine for production…

12 Июн 2015 | Author: | Комментарии к записи AE: Honda readies Activated Radical Combustion two-… engine for production… отключены
Honda EXP-2

reprinted from Automotive January 1997

Honda Activated Radical Combustion

engine for production motorcycle

has been researching and developing the Radical Combustion (ARC) engine for several years. As a of the engine’s viability and durability in the arduous conditions, Honda’s RD Center successfully raced the EXP-2, 440-cm 3. single-cylinder, motorcycle in the gruelling Granada-Dakar in 1995, the event that 8000 km of mostly desert and in which the two-… had been to be at a disadvantage for its inherent gas-guzzling The EXP-2 placed fifth in the motorcycle category, proving its in this most arduous of machines and riders.

Honda is now a production dual-purpose (on- and motorcycle employing the ARC technology. the ARC, Honda is applying a combustion process to the piston-compression, combustion engine. The first and piston-compression, internal combustion types are, of course, the gasoline (and alternative engine and the compression-ignition diesel.

Honda observes that the of gasoline in an engine is not a simple, process; mix fuel with add ignition source, bang, and let the take its effect. It is chemically complex, with a large of intermediate chemical reactions. In asserts Honda, combustion with an initiating reaction forms highly reactive molecules, or activated radicals, the stable fuel and air of the incoming

Propagating reactions continue various molecules reacting these active radicals. propagating reactions from additional reactant molecules and active radicals to continue the process, which goes on as as it unleashes enough energy to the chain.

The ARC phenomenon was observed by many of two-…-powered motorcycles, generators, and products, whose engines continue running after the ignition was shut off. auto-ignition was generally attributed to a caused by hot spots in the combustion and engineers’ attention was focused on it. Honda pays due homage to the who had earlier discovered the role of radicals in the auto-ignition phenomenon: Zoldvitch in the 1930s, and more notable efforts by Toyota’s Noguchi and his team (The combustion, SAE 790840), and Shigeru of the Nippon Clean Engine Institutes who had actually constructed a engine for generators on the active principle in the late 1970s.

In Honda started a small project, under the direction engineer Minoru Matsuda, to if this auto-ignition process practically solve the irregular problem for two-… engines. The led by Yoichi Ishibashi, made rapid and fruitful progress. Ohnishi had earlier broadened the auto-ignition range by throttling the of fresh charge from the into the cylinder (usual breathing practices), this was not for a mobile power plant.

Honda engineers determined for any given engine load, the important variables controlling the of the auto-ignition process were the of the residual gas and the pressure remaining in the when the exhaust port was That last value, Honda, pressure at exhaust or PEC, could be readily by a very simple mechanical a movable valve to throttle at the exhaust port, and thus higher pressures in the cylinder.

For a vehicle engine, the ARC auto-ignition could not be the sole source of over the engine operating So in the Honda ARC application, spark is still employed at very load conditions, such as at for which there was so little charge that sufficient could not be maintained, and at high for which there was too little charge and too little heat the charge. The ARC could operate roughly 5% of peak load to but it is most efficient from 6 to 22% load, almost exactly the at which irregular combustion the most problems in a conventional two-… engine.

Honda EXP-2
Honda EXP-2

The EXP-2 experimental motorcycle’s 3 capacity was chosen to compete in the rally against a horde of four-… competitors. Honda its own NX4780 Vee-twin four-… whose performance and fuel characteristics were placed scrutiny, whereupon the EXP-2’s were determined. The EXP-2 an exotic PGM-FI fuel system, hitherto reserved to Grand Prix racers.

The injection was chosen for the computer’s to be readily brought in to control the valve operation, not because it was for fuel feed.

The production-prototype ARC is a liquid-cooled, single-cylinder 250-cm 3 breathing from a conventional carburetor. The electronic control controls the stainless-steel ARC (exhaust control) valve which is by an electric servo motor, change-over between spark-ignition and and carburetor idling and slow-jet. The ECU is fed various information including gear position, engine coolant temperature, and throttle angle.

Honda claims the following with the ARC:

Fuel improvement: 27% improvement on Honda’s own operating mode; 29% improvement at a 60 km/h

Reduction of hydrocarbon by 50%

Market improvement in driveability.

Honda EXP-2
Honda EXP-2


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