How will teams handle V6 imbalance?

All that has to do with the power train, gearbox, clutch, fuels and lubricants, etc. Generally the mechanical side of Formula One.
Tommy Cookers
Tommy Cookers
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Joined: Fri Feb 17, 2012 3:55 pm

Re: How will teams handle V6 imbalance?

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QUOTE Anyway, the Buick V6 was a 90° bank angle, so it needed the 6 crank throws to get even firing intervals. Not convinced on the balance front, as late model versions used a balance shaft are were still not the smoothest things around.
Also, to me the offset throw crankshaft seems to be at a disadvantage from strength and/or weight to the 3 throw shaft.
Martin V8, as in Aston Martin?

ANS the gist of my earlier posts was that a proper ie 2014 race V6 must be a 'true' V6 ie 3 throw
and this is rather vibratory with a practical V angle but (since race V8s are flat crank ie roughly as bad as a straight 4) will be tolerated
and that a 3 throw V6 will only have even firing intervals if the V angle is 120 deg
all road V6s are now the way Buick did first ? (after their earlier entertaining improvisations)

Martin was Ted ? Martin who made a V8 3 litre for 1966 etc (I think)
(not to be confused with the unrelated 1954 Coventry Climax Godiva V8 that was only ? used in 1966)

Honda Porsche fan
Honda Porsche fan
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Re: How will teams handle V6 imbalance?

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My question is regarding the F1 V6 engines possibly having vibration issues and about perfect primary and secondary balance...

Have F1 engine manufacturers solved the vibration issues regarding using a 90 degree V angle and how did they do it?

At wiki, it mentions how some automakers who use 90 degree V6 engines overcame their vibration issues...

"The downsides of a 90 degree design are a wider engine which is more vibration-prone than a 60 degree V6. The initial 90 degree V6 engines (such as the Buick Fireball V6 engine) had three shared crankpins arranged at 120 degrees from each other, due to their origins from the V8 engines. This resulted in an uneven firing order, with half of the cylinders using a firing interval of 90 degrees and other half using an interval of 150 degrees. The uneven firing intervals resulted in rough-running engines with "unpleasant" vibrations at low engine speeds.

Several modern 90 degree V6 engines reduce the vibrations using split crankpins offset by 30 degrees between piston pairs, which creates an even firing interval of 120 degrees for all cylinders.[4] For example, the 1977 Buick 231 "even-fire" V6 engine was an upgraded version of the Buick Fireball engine with a split-pin crankshaft to reduce vibration by achieving an even firing order.[5]: 16 [7] Such a 'split' crankpin is weaker than a straight one, but modern metallurgical techniques can produce a crankshaft that is adequately strong.

A balance shaft and/or crankshaft counterweights can be used to reduce vibrations in 90 degree V6 engines."


Do F1 engine manufactures use split crankpins offset by 30 degrees between piston pairs, which creates an even firing interval of 120 degrees for all cylinders, and balance shaft and/or crankshaft counterweights?

The Acura/Honda AR35TT engine raced in the Acura ARX-05 Daytona DPi Prototype has a 60 degree SOHC V6 engine.

Would there be any benefits/advantages if F1 engine manufactures and teams were allowed to use 60 degree, 120 degree or 180 degree boxer flat six engines?