The Honda RC100 (also known as Honda RC-F1 1.0X, chassis number RC1-203/1) was a prototype Formula One car built by engineers from Honda R&D Center, Tochigi, although not as an official project of Honda.
In 1991, Honda developed the RC100, powered by a Honda V12 and featuring a chassis inspired by the McLaren MP4/6. Wind tunnel tests proved unsatisfactory, leading the engineers to refine the prototype by adopting elements from the 1992 Footwork 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 president Nobuhiko Kawamoto before further modifications and track testing by Satoru Nakajima at the Suzuka 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 the Benetton B193 and used a Mugen-Honda V10. Regulatory changes following the fatal accidents of Roland Ratzenberger and Ayrton Senna at the 1994 San Marino Grand Prix prompted ongoing updates to the RC101B through 1996.[1][3]
Background and development
Honda's involvement in Formula One during the 1960s
The 3.5-liter RA121 V12 engine used in the RC100.Rear view of the RC101 at the Honda Collection Hall.
Soichiro Honda, the founder of the Honda automobile brand, aimed to achieve success in international motorsport. In preparation for entry into Formula One, Honda acquired a 2.5-liter Coventry Climax engine for study. Initial plans involved supplying engines to Lotus, but negotiations ended abruptly in early 1964, leading Honda to develop its own chassis. The Honda RA271, equipped with a V12 engine, was created by engineers at the Honda Research Center.[4][5][1]
Honda returned to Formula One in 1983 as an engine supplier, partnering with Spirit Racing using a turbocharged V6. The company later supplied Williams, contributing to constructors' championships in 1986 and 1987. From 1988 to 1992, Honda powered McLaren to four constructors' titles. As an engine supplier from 1984 to 1992, Honda secured 68 Grand Prix victories.[13][1][14]
The Lotus 107...
President Nobuhiko Kawamoto noted differing objectives between McLaren and Honda, leading to withdrawal after the 1992 season to focus on the American CART series.[1]
1991: RC-F1 1.0X (RC100)
In 1991, under Ken Hashimoto and Keinosuke Taki, engineers at Honda R&D in Tochigi initiated the RC100 project in collaboration with the Tokyo Institute of Technology and Yokohama 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 710hp (530kW) at 13,000rpm (220Hz). Painted white, it underwent wind tunnel testing, with details revealed in a February 1992 The Japan Times article.[1][3][2][15][16][17][18]
1992: RC-F1 1.5X (RC101)
By mid-1992, the chassis was revised for 1993 regulations. The RC101B drew from the Lotus 107 and Footwork FA13, weighed 510kg (1,120lb), and used a titanium semi-automatic gearbox with the RA122 V12 producing 770hp (570kW) at 14,500rpm (242Hz). 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][19][20][3][21][22][23]
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 710hp (530kW) at 13,500rpm (225Hz). 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 670hp (500kW). It used grooved tires per 1998 rules and last ran in 1996.[2][24][1][3]
Subsequent fate
The RC101 and 1996-spec RC101B have been on display at the Honda Collection Hall in Twin Ring Motegi since 2002. The project influenced Honda's consideration of a full constructor return in 1999.[1][3]
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Keinosuke Taki
