The RA164E engine was introduced by Honda in the 1984 season, the second year of its second F1 era. The basic specifications were the same as the RA163E during the 1983 season, Honda’s first year since returning to F1 after a 14-year hiatus: it was a twin-turbo V6 engine with an 80-degree bank angle and a 90 / 39.2 mm bore / stroke with a displacement of 1496 cc.

One reason Honda did not change the basic specifications was that Honda’s technological development policy remained unchanged at the time. When a new engine was designed and developed, Honda’s policy for technological development was to continue thorough research and development without changing specifications until the engine performed as expected. By doing so, Honda believed it could gain real technology and establish the basis for evolution.

The limits of the 1983 RA163E’s performance had not yet been understood due to teething problems and thermal improvements, but thorough measures were taken during off-season to ensure reliability first, and the improved RA164E was ready for the 1984 season.

From 1984, Honda supplied the RA164E only to the top team, Williams, and the engine began to reveal its true performance under the proven chassis. In the opening round, the Brazilian GP, Williams finished 2nd, and continued to achieve results in the first half of the season, including a 4th place in Round 6, Monaco.

As engine output was increased for the team that was aiming for victory, heat-related problems began to reappear. In addition, the Williams FW09 was a full fairing, aerodynamic car, and the heat load was different from that of the Spirit, which had the top of the engine exposed. Piston damage was a particular problem. As boost pressure was increased in the fierce power war, combustion pressure inside the cylinders exceeded 10 tons, causing the pistons to deform and collapse. Stopgap measures were taken to reduce the heat load, and structural changes were made, such as doubling the thickness of the piston skirts.

Tireless technical efforts paid off, as the Williams FW09 Honda took its first victory in the 1984 US GP in Dallas, with Keke Rosberg, the 1983 world champion, at the wheel. This was Honda’s first victory since its return to F1 racing, but it was also a victory that proved the limitation of the RA164E. While it was possible to win with a good driver, a strong team, and a bit of luck, the RA164E’s specifications proved too difficult to maintain the massive performance required to qualify on pole and to go on to win.

In fact, most of the remaining seven races were tough, with engine issues preventing the Williams to even finish within the points. The damage caused by the heat load could not be overcome only by strengthening the pistons, but also extended to the cylinder block. The major problem was the inability to respond to flexible racing tactics due to the lack of development of fuel economy. Starting from the 1984 season, the amount of fuel during the race was limited to 220 liters, which was previously unlimited, in order to curb the excessive power war among turbocharged engines. This restriction made it difficult for engines with poor fuel efficiency to even finish the race, and more efficient combustion with leaner fuel was required.

The RA164E had led Honda to the conclusion that the only way to achieve a championship-winning engine in F1 racing was to make fundamental design changes.