Hydrogen engine that Toyota is challenging … feat of “Musashi No. 3” that recorded a maximum speed of 118 km / h 40 years ago[Recommended car]| MOBY [モビー]

Hydrogen engine car based on the first generation Servo, which ran more than 40 years ago

First-generation Servo Kai “Musashi No. 3” with a sports car-like front nose that greatly changed the impression from the base car

Speaking of cars that run on hydrogen, in addition to FCVs that use fuel cells, there are internal combustion engines such as the hydrogen engine car of the Corolla Sport, which Toyota has recently been actively promoting in races, and the hydrogen rotary engine car of Mazda, which has been around for a while. In some cases, it is used as fuel for

Suzuki’s self-powered hydrogen vehicle “Musashi 3” introduced this time is one of them. It was a 2-cycle engine car using hydrogen fuel as the base.

For a while, Suzuki was vigorously developing its own fuel cell vehicle in partnership with GM and a British company, but recently there is also a movement to create hydrogen engines for large motorcycles in collaboration with domestic motorcycle manufacturers. The knowledge gained from “Musashi No. 3” may be used in the future.

What kind of car is the first generation Cervo that became the base of “Musashi No. 3”?

Taking advantage of the basic layout and form of the fronte coupe (1971), a rear-engined light sports car, the design was refined, and in 1977 it made its debut as a new 550cc model, under the new name of the first-generation Cervo.

Unlike the Fronte Coupe, which was a rather rigid sports coupe, the concept has changed to a specialty car for women. There is a scene that is used as

However, the light bonnet van boom that started with the first Alto (1979) targeted women as an inexpensive personal car, so it is difficult to say that the first Cervo was successful in terms of sales. As, there was also a hard customized example.

Even so, Suzuki continued to set the Cervo as a specialty car for women after the second generation based on the Alto/Fronte, and sold the fourth generation (Cervo mode) until 1998, and although the fifth generation was revived in 2006, sales were sluggish. It’s a car that hasn’t been very popular throughout history.

Among them, the first generation Cervo is popular as an old car partly due to the influence of the Fronte Coupe, and it was exported to Europe with a 1,000cc engine, and even now you can see enthusiasts exhibiting it at events. I can do it.

Musashi Institute of Technology hydrogen engine car, “Musashi” series

Looking at it from the side, the long nose matches it surprisingly well.make me think

In 1970, Professor Shoichi Kohama of Musashi Institute of Technology (currently Tokyo City University) Internal Combustion Engine Laboratory (later served as president and professor emeritus of the same university before passing away in 2002) developed Japan’s first hydrogen-powered hydrogen engine. Succeeded in running the engine.

Gasoline prices soared during the first oil crisis (1973), and energy-saving trends and the development of alternative energies became popular. In 1974, we developed the first hydrogen engine vehicle “Musashi 1”.

After that, he participated in the SEED Rally (low-pollution, low-fuel consumption student rally) with the Sunny Coupe-based Musashi No. 2 (1972), and ran the 2,800km west coast of the United States in five days. Based on “Musashi No. 3”.

Since then, we have continued to produce performance demonstration vehicles that go beyond simply “moving a car with a hydrogen engine”, such as the “Musashi No. 8” based on the Z32 Fairlady Z and the “Musashi No. 10” based on the first Avenir, and in 2009 In 1999, Japan’s first hydrogen engine bus with a license plate was run on public roads.

Musashi No. 3 with the best base car and a maximum speed of 118km/h

The engine is right behind the hydrogen tank packed in the rear seat, which is unique to the rear-engined first-generation Cervo.

The problem was that if the concentration of hydrogen in the air-fuel mixture was increased, it would prematurely ignite before the intake valve closed, and the flame would blow back into the intake pipe, making it impossible to drive. As a result, Musashi No. 3 tried “compression stroke early injection”.

Instead of injecting hydrogen into the intake pipe and sending the air-fuel mixture to the combustion chamber, this method injects hydrogen at low pressure during compression of the combustion chamber where only air is sent. The two-stroke engine, which has more efficient parts, was also attractive from a practical point of view.

However, at the time of Musashi No. 3, most gasoline engines had already shifted to 4-stroke engines, and especially the latest 550cc engines with 2-stroke engines were Suzuki LJ50 and T-type.

The T5A engine was installed in the rear, and the space behind the driver’s seat was used for the hydrogen engine system.

Completed in 1979, the Musashi No. 3 was fitted with a nose that greatly extended the front to reduce air resistance, and recorded a maximum speed of 118km/h on Suzuki’s Ryuyo test course. It succeeded in demonstrating power and contributed greatly to the development of hydrogen engines.

Current Musashi No. 3

Is the rear overhang an accessory for the hydrogen engine, or is it a cushioning material for safety like the enlarged rear bumper?

After that, it was stored at the university for a long time, but in 2014 it was donated to Suzuki. Although the hydrogen engine cannot be operated due to aging, it is displayed at the “Suzuki Museum” as a technological heritage.

(*The completion year of Musashi No. 3 is 1979 according to the Suzuki Historical Museum, and 1977 in other materials, but here is September 1990 published by the IATSS Public Interest Incorporated Foundation International Traffic Safety Society. The year is 1978, which is described in the article “Hydrogen Vehicles” written by Mr. Shoichi Kohama himself to the academic journal Vol.16)

* The author information of the images used in this article is as of the publication date.

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