Honda's F1 technical innovations

Honda's Grand Prix heritage, spread over three phases of Formula One competition, has provided the perfect stage for Honda to show off its proud tradition of innovation, originality and engineering expertise.

As well as bringing formidable racing success, exposure to F1 has imbued generations of Honda engineers with an attitude to research and development that has reaped rich rewards in production car development.

A look back over the three phases of Honda's F1 competition reveals an impressive collection of technical innovations introduced by Honda that have consistently placed the company at the cutting edge of race engineering.

Phase 1 - The Early Years:
1962
Honda designs its first F1 engine to include innovative motorcycle-originated technology, adopting roller bearings for both crankshaft and connecting rods.

1964
The innovative RA271 is introduced, featuring a transversely mounted V12 engine that acts as a load bearing part of the chassis. The engine position gives the RA271 outstanding weight distribution and handling characteristics.

1965
The thin air at the Mexican GP circuit, situated at over 2,300m above sea level, places great importance on accurate adjustment of the fuel/air mixture. Honda's own low pressure fuel-injection system is well suited to this requirement, and helps Richie Ginther claim Honda's historic first Grand Prix victory in only its eleventh race and second season of Formula One activity.

1968
Unorthodox torsion bar springs - tested in a 4 cylinder F2 Honda engine - are fitted to the RA301, helping to produce F1's most powerful engine of the time, producing 440 bhp at 11,500 rpm.

Phase 2 - A Golden Era:
1983
Honda creates the PGM-FI - Formula One's first ever electronically controlled fuel injection system, at a time when such systems were not in widespread use on production cars. The pioneering system leads on to further advances in electronic control of the engine.

1985
The RA165E engine is developed from scratch in only six months, and is introduced halfway through the season. The new unit, featuring a double inlet fuel injector system and controls for both fuel intake temperature and turbo boost pressure, marks a significant step forward in competitiveness. Williams-Honda takes third place in the Constructors' Championship.

1986
Honda introduces cutting edge car-to-pit telemetry technology - consisting of car-based transceivers relaying data to the garage - making Williams-Honda the first team to be able to analyse engine performance in real-time during races. The system is rapidly adopted by other F1 teams. Williams-Honda wins Constructors' Championship.

1987
A new air intake temperature management system is introduced on the RA167E, which improves atomisation of the toluene/heptane fuel mix. Despite newly introduced turbo boost limits, power levels greater than the 1986 engine are achieved. Williams-Honda wins both Drivers' and Constructors' Championships.

1988
The RA168E features lighter materials, a lower centre of gravity, improved engine ancillaries and a more advanced engine management system, which enable Honda to overcome the twin hurdles of a cut on turbo boost pressure and a reduction of maximum fuel tank capacity to 150 litres. Top power output shows no reduction from the RA167E. McLaren-Honda records 10 1-2 finishes and 15 victories in the season's 16 races, to win the Drivers' and Constructors' Championships. McLaren and Lotus enable Honda to record a 1-2-3-4 finish at the British GP.

1989
Honda introduces pioneering V10 engine technology to modern Formula One. Use of a balancer shaft to reduce engine vibration reflects Honda's innovative work in creating driver-friendly racing engines. McLaren-Honda again claims Drivers' and Constructors' Championships.

1992
Honda introduces breakthrough fly-by-wire throttle technology, electric impulses replacing cables as the means of transmitting the driver's foot movements to the throttle mechanism. McLaren-Honda takes second place in the Constructors' Championship.

Phase 3 - A New Challenge:
2000
The reputation for technical innovation in Honda's F1 history is being continued in its third period of participation. Now no longer just involved in engine supply, Honda chassis engineers are based full time at B.A.R, as Honda investigates many new areas of technology which will be used in the whole F1 programme. Aside from the advances in engine technology, the first tangible evidence of Honda's involvement in chassis development is found in a new Electric Power Steering system on the BAR002.

2001
Honda supplies two teams, B.A.R and Jordan, with identical specification engines. Development of the RA001E continues constantly throughout the season. 2002 Honda continues to supply both B.A.R and Jordan with identical specification engines. The all-new RA002E, which has been under development since early 2001, is lighter, more powerful and has a wider V angle than the 2001 engine, which means a lower centre of gravity.