 | |
| Category | Formula One |
|---|---|
| Constructor | Honda |
| Designers | Ken Hashimoto (project leader,Honda R&D) Keinosuke Taki (development chief,Honda R&D) |
| Technical specifications | |
| Engine | Honda RA122E 3.5 L (213.583 cu in) V12 |
| Transmission | 6-speed Honda semi-auto |
| Power | 740–770 hp (552–574 kW; 750–781 PS) @ 14,500 rpm |
| Tyres | Bridgestone (forF3000) |
| Competition history | |
| Notable drivers |  Keinosuke TakiSatoru Nakajima |
 | |
| Category | Formula One |
|---|---|
| Constructor | Honda |
| Designers | Ken Hashimoto (project leader,Honda R&D) Keinosuke Taki (development chief,Honda R&D) |
| Technical specifications | |
| Engine | Mugen-Honda 3.0 L (183.1 cu in) V10 |
| Transmission | 6-speed Honda semi-auto |
| Power | 670 hp (500 kW; 679 PS) @ 13,500 rpm |
| Tyres | Bridgestone (forF3000) |
| Competition history | |
| Notable drivers | Keinosuke TakiRyo Michigami |
TheHonda RC100 (also known asHonda RC-F1 1.0X, chassis number RC1-203/1) was a prototypeFormula One car built by engineers fromHonda R&D Center, Tochigi, although not as an official project of Honda.
| Category | Formula One |
|---|---|
| Constructor | Honda |
| Designers | Ken Hashimoto (project leader,Honda R&D) Keinosuke Taki (development chief,Honda R&D) |
| Technical specifications | |
| Engine | Honda RA121E 3.5 L (213.583 cu in) V12 |
| Power | 740–770 hp (552–574 kW; 750–781 PS) @ 14,500 rpm |
| Tyres | Bridgestone (forF3000) |
| Competition history | |
| Notable drivers | Keinosuke Taki Ken Hashimoto |
In 1991, Honda developed the RC100, powered by aHonda V12 and featuring a chassis inspired by theMcLaren MP4/6. Wind tunnel tests proved unsatisfactory, leading the engineers to refine the prototype by adopting elements from the 1992Footwork FA13 and equipping it with a more powerful engine. The updated RC101B was presented to the specialized press in February 1992 and tested by Honda presidentNobuhiko Kawamoto before further modifications and track testing bySatoru Nakajima at theSuzuka Circuit.[1][2]
An evolved RC101 was unveiled to the public in January 1994 alongside the RC101B, which complied with the 1994 technical regulations. The RC101B's front end drew from theBenetton B193 and used aMugen-Honda V10. Regulatory changes following the fatal accidents ofRoland Ratzenberger andAyrton Senna at the1994 San Marino Grand Prix prompted ongoing updates to the RC101B through 1996.[1]
Soichiro Honda, the founder of theHonda automobile brand, aimed to achieve success in international motorsport. In preparation for entry intoFormula One, Honda acquired a 2.5-literCoventry Climax engine for study. Initial plans involved supplying engines toLotus, but negotiations ended abruptly in early 1964, leading Honda to develop its own chassis. TheHonda RA271, equipped with a V12 engine, was created by engineers at the Honda Research Center.[3][4][1]
In the1964 Formula One season, the RA271, driven byRonnie Bucknum, failed to finish any races.[5] The following year, twoHonda RA272 cars competed, culminating in a victory forRichie Ginther at the1965 Mexican Grand Prix.[6][1]
TheHonda RA273 in 1966 proved unreliable. For 1967, Honda outsourced chassis design toLola Cars, resulting in the lighterHonda RA300, which won the1967 Italian Grand Prix withJohn Surtees. The partnership ended in 1968, and theHonda RA301 suffered reliability issues, leading Honda to withdraw from Formula One that year.[7][8][9][10][1][11]
Honda returned to Formula One in 1983 as an engine supplier, partnering withSpirit Racing using a turbocharged V6. The company later suppliedWilliams, contributing to constructors' championships in 1986 and 1987. From 1988 to 1992, Honda poweredMcLaren to four constructors' titles. As an engine supplier from 1984 to 1992, Honda secured 68 Grand Prix victories.[12][1][13]
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President Nobuhiko Kawamoto noted differing objectives between McLaren and Honda, leading to withdrawal after the 1992 season to focus on the AmericanCART series.[1]
In 1991, under Ken Hashimoto and Keinosuke Taki, engineers at Honda R&D inTochigi initiated the RC100 project in collaboration with theTokyo Institute of Technology andYokohama National University. Funded by Honda but conducted outside work hours, the carbon-fiber monocoque and suspensions were designed using engineering calculations. The car resembled the McLaren MP4/6, featured a six-speed sequential gearbox, and was powered by the RA121 V12 producing 710 hp (530 kW) at 13,000 rpm (220 Hz). Painted white, it underwent wind tunnel testing, with details revealed in a February 1992The Japan Times article.[1][2][14][15][16][17]
By mid-1992, the chassis was revised for 1993 regulations. The RC101B drew from theLotus 107 and Footwork FA13, weighed 510 kg (1,120 lb), and used a titanium semi-automatic gearbox with the RA122 V12 producing 770 hp (570 kW) at 14,500 rpm (242 Hz). It featured unique sidepod rears, no active suspension, and Bridgestone tires. Kawamoto tested it in 1992, and it passed an FIA crash test in March 1993. Nakajima tested an updated version with Williams-inspired front elements in 1994.[1][18][19][20][21]
Unveiled in January 1994, the RC101B complied with 1994 regulations, featuring a raised nose from the Benetton B193 and a Mugen-Honda MF-351H V10 producing 710 hp (530 kW) at 13,500 rpm (225 Hz). Post-Imola regulatory changes led to modifications, including a stepped floor with a wooden skid block, reduced diffuser, and later a 3.0-liter MF-301H V10 producing 670 hp (500 kW). It used grooved tires per 1998 rules and last ran in 1996.[2][22][1]
The RC101 and 1996-spec RC101B have been on display at theHonda Collection Hall inTwin Ring Motegi since 2002. The project influenced Honda's consideration of a full constructor return in 1999.[1]
