The latter is quite relevant to this topic, as Honda has taken what Kawasaki did with the H2 engine and brought it forward. The product in question is still in the prototype phase, but knowing Honda it will go into production. For now, it’s called the Honda V3R 900 E-Compressor, and it’s making us rethink the way we look at ICE motorcycles.
To give you the most current and accurate information, the data used to compile this article comes from authoritative sources such as Honda Powersports and the EICMA website.
Honda V3R 900 e-compressor: the heart of the matter
Let’s get straight to the point: the big news here is the new engine that uses the V3R 900 E-Compressor. Honda had showcased this concept last year but not much was revealed about it except that it would be a large displacement engine and for premium motorcycles. This year, more information has emerged and its role and characteristics are clearer.
The biggest advantage is that it is a three-cylinder 900 cc engine with an electric supercharger. It will also offer the performance of a larger 1,200 cc engine, but with much lower emissions thanks to its smaller displacement and lighter weight. The exact details of how this will happen have not been revealed by Honda, but we can draw some conclusions.
A very interesting layout
The V3 layout is unique when it comes to four-stroke engines. The last time we saw an engine in this size, it was powering a two-stroke MotoGP bike from Kenny Roberts’ team on race circuits. However, there are some similarities between this new engine and other motorcycle engines. Honda says the V3R 900 E-compressor engine will have a 75-degree bank angle, and the single cylinder bank will be the rear cylinder, giving the rider the narrow feel of a V-twin.
We’ve seen this cylinder bank arrangement before, both on the V4 engine in the VFR1200F and the V5 engine in the RC211V MotoGP motorcycle. Those bikes also happen to have a bank angle of 76 degrees and 75.5 degrees respectively, which is extremely close to the V3R’s bank angle. KTM also uses a 75-degree lean angle in its LC8C V-twin engine used in models like the 1290 Super Duke GT.
This layout makes for a compact engine, but with enough space between the heads to allow the intake pipes to be packed without too much fuss. It can also have good balance, given the right crank offset. Speaking of which, the VFR1200F had an irregular firing order, while the RC211V had both a ‘screamer’ and a ‘big bang’ firing order in its history. Only time will tell what the new V3R has, but it’s likely it will favor smoothness over power with an irregular firing order as it has an electric supercharger to boost that figure if necessary!
The e-compressor of the V3R 900
Forced induction is nothing new in cars – everyone and their uncles in the four-wheeler realm are using forced induction to great effect. However, electric turbochargers are currently only available on some models from Porsche, Audi and Mercedes-AMG. The electric supercharger does not yet exist for cars, making this Honda engine a world first. The Kawasaki Ninja H2 deserves a mention here. But it is a mechanical system like other superchargers.
However, Honda has also managed to make the forced induction work without an intercooler. The difference with the electric control of the fan means that if full power is not needed, the supercharger can simply be turned off and no longer consumes any power at all. It can be used to supply more air to the engine at low speeds and reduce it at high speeds to smooth out the torque curve. And like BMW’s forced induction in its cars, it could potentially be used to provide different peak power outputs in different models, despite being the same engine.
Honda V3R 900 E-compressor prototype chassis
The V3R 900 E-Compressor prototype shown at this year’s EICMA takes the form of a naked/streetfighter motorcycle. It is supported by a trellis frame and a single-sided swingarm. The brakes are wave type, with radially mounted fixed calipers at the front. On the right side there is a large muffler, which shows the design of the rear wheel. We have no doubt that the suspension will be fully adjustable or even electronic, while the brakes will be of the linked C-ABS type.
What does it look like?
The Honda V3R has the proportions you’d expect from a street fighter, but Honda has also tried to reveal as little of the design as possible by blackening the frame, engine and exhaust. What’s left is covered in a camouflage pattern with triangles making it difficult to see the details clearly. Still, we notice that the headlight unit has a Kawasaki ER-6n look, and that the tank scoop on the right is enormously larger than the left.
The asymmetrical look may be polarizing – just ask anyone who’s seen a first-generation BMW S 1000 RR – but it’s possible the look will appeal to us. The tank emblem is new and is called the Flagship WING emblem. It will appear on premium Honda motorcycles early next year.
The thought process behind the Honda V3R 900 e-compressor
The V3R 900 E-Compressor is part of a development concept called ‘Non-rail roller coaster’ that offers both ‘promised thrills’ and ‘reassuring peace of mind’, according to Honda. It’s part of Honda’s broader vision for 2030: “joy of free and fun mobility.” Despite the clumsy language, the next generation of emissions regulations will force motorcycle manufacturers to develop solutions that reduce emissions while increasing performance. This is one such solution. The engine’s modular concept means it should power a range of vehicles.
When will the Honda V3R 900 e-compressor go on sale?
Judging by current timelines from the original concept shown last year and then the first prototype this year, a production version should be ready by this time next year. Expect to see the V3R 900 E-Compressor in Honda showrooms no later than 2027. This isn’t a moment too soon either, as the CB1000R Neo Sports Cafe is in desperate need of a refresh.
It’s been the same for five years. The CB1000 Hornet SP has a presence in the space, but it’s not exactly a premium product. Other manufacturers have moved on with larger-displacement or more powerful flagship streetfighters, and the V3R’s 1,200cc performance should help Honda outdo them all.
Sources:
Honda Global, EICMA
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