{"id":2756,"date":"2025-10-27T14:51:53","date_gmt":"2025-10-27T13:51:53","guid":{"rendered":"https:\/\/italtecnicaengineering.com\/?p=2756"},"modified":"2025-12-17T14:28:47","modified_gmt":"2025-12-17T13:28:47","slug":"orion-v12-en","status":"publish","type":"post","link":"https:\/\/italtecnicaengineering.com\/index.php\/en\/2025\/10\/27\/orion-v12-en\/","title":{"rendered":"Orion V12 \u2014 A Return to Pure Mechanics"},"content":{"rendered":"\n

In today’s motorsport landscape, dominated by hybrid solutions and electrified powertrains, seeing the birth of a new naturally aspirated V12<\/strong> may seem against the tide.<\/p>\n\n\n\n

Yet, going against the tide, our team has decided to create one of the most interesting, ambitious and radical projects of recent years: Orion, a 6.8-liter V12 engine, light, compact, very high performance and built with quality and process standards closer to motorsport than to series production.<\/p>\n\n\n\n

It is not a nostalgic tribute: it is a modern engine<\/strong>, with sophisticated and uncompromising design choices, conceived to maximize fluid dynamic efficiency, specific performance and arouse emotions.<\/p>\n\n\n\n

Its true strength lies in being a bridge between two worlds: technologies and engineering solutions from the great era of Formula 1 have been re-engineered and adapted to create an engine that can be homologated according to Euro 6 standards, without sacrificing the character, responsiveness and sound of a racing V12<\/strong>.<\/p>\n\n\n\n

A long and expensive job, but always made pleasant by the continuous support of our mentor: the engineer Claudio Lombardi<\/strong>, who, from the first steps of the project to its realization, was able to convey knowledge, professionalism and technical notions of great importance for the growth of our team and the realization of Orion<\/strong>.<\/p>\n\n\n\n

We owe him a heartfelt “thank you” and gratitude for how, within this ambitious project, there is also all his infinite experience gained over years of Formula 1 and world rally championships.<\/p>\n\n\n\n

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The group that developed Orion did not look for shortcuts, the goal was to give the driver back a direct connection with the mechanics<\/strong>, with a linear and delay-free delivery. In this sense, the dynamic behavior of the engine will be closer to that of a racing engine rather than that of a modern road supercar. The combination of low inertia, variable timing and ECU management ensures an extremely fast response to throttle commands. <\/p>\n\n\n\n

Unlike many modern units, where the flat torque curve is obtained with electronic interventions and supercharging, Orion achieves it simply by making the most of the laws of mechanics and fluid dynamics. As in a sophisticated musical instrument<\/strong>,  each component that is part of the intake and exhaust systems is “tuned to the mechanics” in order to make the most of the propagation and reflection of the pressure waves inside them; from this fine work a high specific power and an unmistakable sound timbre are born, which recalls that of the legendary Formula 1 engines of the past.<\/p>\n\n\n\n

In an industry racing towards electric and total electronic assistance, Orion represents a deliberate exception. Not because it ignores technological progress, but because it explores another kind of modernity: one that pushes mechanics to its limits<\/strong>.<\/p>\n\n\n\n

It is an engine designed for those who want to relive the emotions of the glorious past of the Formula 1 V12s<\/strong>, for those who consider sound as an integral part of the driving experience and for those who consider technology not as an accessory, but as the beating heart of the project itself.<\/p>\n\n\n\n

Orion V12<\/strong> is not meant for mass production, but for an extremely select audience. Each unit is made to order, with a level of technical and stylistic customization comparable to that of the most exclusive racing programs. The intake system, ECU mapping, exhaust layout and even aesthetic finishes can be configured to perfectly adapt to the needs of builders or the most demanding customers.<\/p>\n\n\n\n

Each Orion powertrain is therefore a unique piece, built with craftsmanship standards and engineering precision<\/strong> of the highest level, destined to become the beating heart of unrepeatable automotive projects.<\/p>\n\n\n\n

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Orion is a 65\u00b0 V12<\/strong> with a displacement of 6.8 liters, equipped with a dry sump lubrication system with an 8-stage pump. A configuration that allows the overall height of the block to be lowered and lubrication to be maintained efficiently even in the most critical dynamic conditions, as well as allowing the engine to be installed in a very low position, a key advantage for vehicle dynamics.<\/p>\n\n\n\n

The distribution is a cascade of gears<\/strong>: an architecture notoriously used in F1 engines, extremely complex but effective, capable of guaranteeing precision and reliability even at the most extreme speeds. Each bank is equipped with a double overhead camshaft and four valves per cylinder made of titanium alloy, operated by finger rocker arms: an ideal solution in order to reduce the inertia of the components as much as possible, allowing extreme lift ramps.<\/p>\n\n\n\n

The engine, complete with intake and exhaust, weighs less than 200 kg<\/strong>, a value that places it at the top in terms of structural efficiency per unit of this displacement and power.<\/p>\n\n\n\n

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Unlike other internal projects, for Orion it was decided not to take advantage of supercharging. Behind this choice there is the precise desire to perform sophisticated work that makes it possible to extract maximum power without the use of “shortcuts”. The entire intake system has been designed to exploit RAM and Helmholtz resonance effects, two physical phenomena that make it possible to increase the dynamic air pressure<\/strong> and improve cylinder filling, especially at high revs.<\/p>\n\n\n\n

The variable timing<\/strong> on the intake and exhaust allows the torque curve to be widened and combustion to be optimised over a very wide range of revs, as well as being necessary for homologation purposes.<\/p>\n\n\n\n

The result is not only power and responsiveness, but also compliance with the strictest environmental regulations: Orion can in fact be Euro6 homologated<\/strong>, an exceptional achievement for a naturally aspirated engine of such performance.<\/p>\n\n\n\n

This certification, obtained through a meticulous study of the combustion chamber<\/strong>, ducts and after-treatment systems, makes the engine almost unique in the world, capable of combining low emissions and extreme performance.<\/p>\n\n\n\n

Orion will therefore be available in two versions:<\/p>\n\n\n\n

The first, Euro6 approved, will guarantee a maximum power of about 850hp at 8500rpm<\/strong>, with the limiter placed at 9200rpm<\/strong>.<\/p>\n\n\n\n

Torque, above 750 Nm, will be available at 70% as early as 3000rpm.<\/p>\n\n\n\n

For the track-day version, on the other hand, the result is a wide and usable delivery curve: over 70% of the maximum torque (800 Nm) will be available already at 3,500 rpm, while the power will be over 900 hp at 9,500 rpm<\/strong>, with a limiter at 10,200 rpm<\/strong>.<\/p>\n\n\n\n

Numbers that, for a 6.8-liter naturally aspirated engine, place it among the most powerful units ever made for non-strictly racing uses.<\/p>\n\n\n\n

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In order to achieve this performance while keeping the unit compact and light, it was necessary to make extensive use of fine materials<\/strong> such as aluminum, titanium and carbon.<\/p>\n\n\n\n

For example, both the base and sub-base are machined from solid, with surprising results in terms of lightness, strength and aesthetics. The entire intake system, also supported by billet aluminum, is entirely in carbon and totally customizable to the needs of the customer and the car on which it will be installed.<\/p>\n\n\n\n

The forged connecting rods<\/strong> are optimized to reduce mass and therefore allow high rotation speeds. The pistons, ultra-light in aluminum alloy, are treated with an anti-friction ceramic coating that also improves thermal stability with a consequent increase in resistance to detonation. These choices allow the engine to operate at high compression ratios<\/strong> and with aggressive advance values, without having to resort to the conservative strategies typical of supercharged units.<\/p>\n\n\n\n

Gear distribution<\/strong>, in addition to mechanical precision, eliminates components subject to degradation such as chains or belts, improving overall reliability. The eight-stage oil pump, a racing-derived solution, also contributes to the quality of the system in conditions of high lateral and longitudinal acceleration.<\/p>\n\n\n\n

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Further information can be found in the article published in the September 2025 issue of\u00a0Automotive Powetrain Technology International<\/strong>: https:\/\/automotivepowertrain.mydigitalpublication.com\/automotive-powertrain-technology-international-january-2026\/page-8<\/a><\/p>\n\n\n\n

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In today’s motorsport landscape, dominated by hybrid solutions and electrified powertrains, seeing the birth of a new naturally aspirated V12 may seem against the tide. Yet, going against the tide, our team has decided to create one of the most interesting, ambitious and radical projects of recent years: Orion, a 6.8-liter V12 engine, light, compact, […]<\/p>\n","protected":false},"author":4,"featured_media":2765,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"off","_et_pb_old_content":"\n

In an age where downsizing dominates, there is still room for large-displacement engines, such as the 7.0-liter, quad-turbo V12<\/strong> installed on the Krafla<\/strong> by Giamaro<\/strong>, a small Italian hypercar builder based near Modena. The company was founded in 2021 by Giacomo and Pierfrancesco Commendatore (father and son). This is an ambitious project aiming to join the elite of hypercars. The goal is to make the first customer deliveries in 2027.<\/p>\n\n\n\n

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The main requirement for the V12<\/strong> was pure power: 1,500HP<\/strong> in the initial versions, with the intention of increasing this figure further in the future. This dictated the large displacement and the choice of four turbochargers. The packaging demands of the car determined the engine\u2019s most unusual feature: its V angle, set at 120\u00b0<\/strong>. This configuration, combined with a \"Hot-V\"<\/strong> layout (with the exhausts and turbos inside the V), allowed the compact housing of four appropriately sized turbochargers to deliver the engine's power, and the design of an efficient exhaust system, maximizing the engine's volumetric efficiency. The wide V also offers dynamic benefits, significantly lowering the center of gravity<\/strong>. Apart from the turbos, which are the highest part, everything else is very low, almost below the wheels.<\/p>\n\n\n\n

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The 120\u00b0 layout required an unusual approach to the crankshaft design<\/strong>. Ideally, the crank pins would have had a 60\u00b0 offset for an even firing order. However, due to the substantial length of the shaft, it would have been difficult to achieve sufficient rigidity with such spacing. To find the best compromise between strength and firing order, an offset of 50\u00b0 on the crank pins was chosen. The result is an irregular firing order with alternating spacing of 50\u00b0 and 70\u00b0, instead of the canonical 60\u00b0-60. This configuration, while unconventional, allowed for excellent shaft rigidity<\/strong> while maintaining good spacing between firing events. Intensive work was undertaken to optimize the geometry of the crank, including the design of the counterweights and the pin diameter, to increase its stiffness..<\/p>\n\n\n\n

In order to ensure correct engine lubrication even under extreme conditions and to maintain a low center of gravity, a dry sump<\/strong> system was adopted. The crankcase is divided into six compartments, each with its own scavenge pump, while the pressure feed is split between two stages<\/strong>. This multi-stage system is crucial for avoiding oil cavitation<\/strong>, as shorter, multiple stages are less prone to cavitation problems at high RPMs compared to a single long stage. The forged pistons<\/strong> are made from aluminum alloy and feature an anti-friction coating on the skirt and an anti-detonation coating with an alumina oxide deposit on the crown, for maximum strength and reliability.<\/p>\n\n\n\n

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The valvetrain relies on a robust gear drive<\/strong> for the four camshafts. There are no belts or chains running within the engine, except for those powering the alternator and AC compressor. The choice was made to use bucket-type valve lifters<\/strong> rather than the more extreme solution of finger followers. The latter are typically needed only for very high RPMs with aggressive camshaft profiles to maintain proper valve-to-lifter contact. The main focus with these large engines is ensuring the rigidity of the components<\/strong> (block, crankshaft, heads, etc.) and controlling their relative movement: significant effort was made to remove material in less-stressed areas without compromising the engine's overall stiffness.<\/p>\n\n\n\n

Despite the Krafla not featuring a hybrid system and relying solely on the combustion engine, the car is fully compliant with the strict Euro 6 standard<\/strong>, thanks to careful theoretical study and experimental calibration of the combustion chamber. To achieve both high power output and low emissions simultaneously, a precise compromise was needed between the high amount of air entering the cylinder and excellent air-fuel mixing. To comply with Euro 6 regulations, the head must be designed to ensure optimal mixing, which is critical even at low RPM and low air velocity. At high RPM, mixing is naturally good, but at low RPM, if the ducts are too large, air velocity and tumble<\/em> are low, resulting in poor mixing and a significant increase in emissions.<\/p>\n\n\n\n

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