xcel
04-07-2008, 08:59 PM
Debut of the second generation 2.2-litre i-DTEC engine in the European Accord. (http://www.cleanmpg.com/forums/showthread.php?p=84076)
http://www.cleanmpg.com/photos/data/501/2009_Euro_Accord_Tourer.jpgWayne Gerdes - CleanMPG (www.cleanmpg.com) - April 7, 2008
2009 European Honda Accord Tourer
Making its debut in the all-new 2009 European Honda Accord (soon to arrive TSX in the US) is Honda's second-generation iDTEC diesel building upon the award-winning qualities of the previous generation i-CDTi.
Drivetrain
The European Accord's new 2.2 i-DTEC (intelligent Diesel Technology) engine builds and improves on the superb performance, fuel economy and emission efficiency of the current award-winning i-CDTi diesel engine.
Honda's involvement in developing its own diesel engine started with Kenichi Nagahiro, the company's chief engine designer and the inventor of the celebrated VTEC engine. His dislike of the technology meant he at first refused to design Honda's first diesel, and it was only when he was allowed to start with a clean sheet of paper that he agreed to the project. The result was the 2.2 i-CDTi, one of the cleanest, most refined diesel engines on the market today, and used in the Civic, CR-V and FR-V, as well as the current Accord.
Nagahiro has masterminded the Honda diesel development program since its conception in 2002 and the i-DTEC is the next exciting stage of Honda diesel engine technology, redefining the diesel concept once again.
This second generation Honda engine boasts a combination of the latest fuel injection technology, more efficient EGR (Exhaust Gas Recirculation) and a DPF (Diesel Particulate Filter) for significantly reduced emissions. However, this is not at the expense of engine performance, and both power and torque levels have been increased.
Particulate levels within the exhaust gasses are well below the Euro 5 limit of .005g/km (compared to .025 g/km for Euro 4); and NOx levels are well below the new limit of .18g/km (down from .25 g/km under Euro 4).
Power output is up 10 HP to 148 HP at the same 4,000 rpm, while peak torque is now 258 Lb-Ft. at 2,000 rpm compared to the 250 Lb-Ft. of the previous generation 2.2L i-CDTi. That means improved engine flexibility reflected in a 9.5 second 0 – 60 mph time and a top speed of 132 mph. Even with these improvements and emissions below Euro 5 levels, fuel consumption, its 42 mpgUS combined is even higher than before! Equally, CO2 emissions are just 148 g/km.
Like the previous generation i-CDTi mill, the new engine is all-aluminum, transversely mounted, with 4-cylinders, DOHC, four valves per cylinder, a variable nozzle turbocharger and a second order balancer shaft for added refinement.
Piezo-injectors and multi-stage injections
Like its predecessor, the new i-DTEC engine is compact, lightweight, refined and quiet in operation, but there are a number of key changes designed to enhance overall efficiency. Most fundamental is a switch from a 23,000 psi common rail system using solenoid injectors to an 26,000 psi one using piezo-injectors able to provide more precise, multi-stage injections.
The injection pattern of the older i-CTDi engine, under most conditions except high load and high engine speeds, consists of a pilot fuel injection, followed by the main injection. In the new system there are up to five injections:
A pilot injection in the low to medium engine speed range.
A pre-injection in high load and low engine speed conditions
The main injection - under all conditions and in isolation at high load/high speed
An after injection at low loads and in the middle engine speed range for cleaner emissions
A post injection at low load designed to improve the CAT purification rate and allow regeneration of the particulate filter.
It is this constant ability to make adjustments to the combustion characteristics across all driving conditions that plays such a large part in improved on-road performance while meeting ever more stringent emissions requirements.
The fuel injection system continues to interact with the variable nozzle turbocharger to ensure optimum control over intake pressure, facilitating higher pressures at a lower speed, as well as better fuel economy and reduced emissions through lean burn combustion.
Diesel particulate filter
The new exhaust arrangement dispenses with the under floor catalytic converter and places the DPF in a close coupled position on the side of the engine. This new location reduces the fall-off in exhaust gas temperature and combined with its engine bay location, reduces the period of time taken to reach working temperature. This reduced warm up time minimizes the quantity of fuel used for the post injection phase in the combustion cycle and improves DPF regeneration.
The EGR efficiency is also improved, with finer valve control and a water cooling system that can now be bypassed when required. Playing a key role in the intelligent combustion control system is the continuously variable swirl control valve located in the intake manifold; this provides a smoothly graded control of the swirl ratio, varying from a high setting during idling and mid range operating conditions to a low setting at higher rpm to give the ideal combustion environment at all times. In the new engine, this is even more responsive to demand.
Transmission
Manual models feature a ‘Shift Indicator Light' or SIL which appears in the centre of the rev counter. ‘UP' or ‘DOWN' are displayed to advise the driver of the optimum point at which to change gear; Honda tests have demonstrated fuel savings of as much as 5 per cent simply by following these commands.
Instrumentation
Contained within the centre of the speedometer face is an LCD multi-information display showing a variety of information - controls positioned on the steering wheel allow the driver to cycle the display through multiple screens of information including vehicle mileage, trip mileage, i and aFCD, range, average speed, elapsed time, outside temperature, seatbelt status (including rear seats) and where fitted, ACC, LKAS and CMBS status.
http://www.cleanmpg.com/photos/data/501/2009_Euro_Accord_Tourer_Profile.jpg
2009 European Honda Accord Tourer -- The way a Station Wagon should be.
Basic Technical Specifications at a glance
Engine|
Type|2.2L iDTEC
Bore x stroke (mm)|85×96.9
Capacity (L)|2.199
Compression Ratio|16.3:1
Max power (HP) @ RPM|148 @ 4,000
Max torque (Lb-Ft.) @ RPM|258 @ 2,000
Fuel system|Common Rail
Fuel|Diesel
|
Electrical|
Battery (Ah)|12V – 74 Ah
Alternator (A)|105 A
|
Transmission|
Ratios|
1st|3.933
2nd|2.037
3rd|1.297
4th|0.975
5th|0.777
6th|0.634
Reverse|4.008
Final|3.550
RPM @ 60 mph|1,732
|
Performance|
Max Speed (mph)|132
Acceleration 0 – 60 (sec)|9.5
|
Fuel Consumption|
Urban/city (mpgUS)|32
Extra-Urban/highway (mpgUS)|51
Combined (mpgUS)|42
CO2 emissions (g/km)|148
http://www.cleanmpg.com/photos/data/501/2009_Euro_Accord_Tourer.jpgWayne Gerdes - CleanMPG (www.cleanmpg.com) - April 7, 2008
2009 European Honda Accord Tourer
Making its debut in the all-new 2009 European Honda Accord (soon to arrive TSX in the US) is Honda's second-generation iDTEC diesel building upon the award-winning qualities of the previous generation i-CDTi.
Drivetrain
The European Accord's new 2.2 i-DTEC (intelligent Diesel Technology) engine builds and improves on the superb performance, fuel economy and emission efficiency of the current award-winning i-CDTi diesel engine.
Honda's involvement in developing its own diesel engine started with Kenichi Nagahiro, the company's chief engine designer and the inventor of the celebrated VTEC engine. His dislike of the technology meant he at first refused to design Honda's first diesel, and it was only when he was allowed to start with a clean sheet of paper that he agreed to the project. The result was the 2.2 i-CDTi, one of the cleanest, most refined diesel engines on the market today, and used in the Civic, CR-V and FR-V, as well as the current Accord.
Nagahiro has masterminded the Honda diesel development program since its conception in 2002 and the i-DTEC is the next exciting stage of Honda diesel engine technology, redefining the diesel concept once again.
This second generation Honda engine boasts a combination of the latest fuel injection technology, more efficient EGR (Exhaust Gas Recirculation) and a DPF (Diesel Particulate Filter) for significantly reduced emissions. However, this is not at the expense of engine performance, and both power and torque levels have been increased.
Particulate levels within the exhaust gasses are well below the Euro 5 limit of .005g/km (compared to .025 g/km for Euro 4); and NOx levels are well below the new limit of .18g/km (down from .25 g/km under Euro 4).
Power output is up 10 HP to 148 HP at the same 4,000 rpm, while peak torque is now 258 Lb-Ft. at 2,000 rpm compared to the 250 Lb-Ft. of the previous generation 2.2L i-CDTi. That means improved engine flexibility reflected in a 9.5 second 0 – 60 mph time and a top speed of 132 mph. Even with these improvements and emissions below Euro 5 levels, fuel consumption, its 42 mpgUS combined is even higher than before! Equally, CO2 emissions are just 148 g/km.
Like the previous generation i-CDTi mill, the new engine is all-aluminum, transversely mounted, with 4-cylinders, DOHC, four valves per cylinder, a variable nozzle turbocharger and a second order balancer shaft for added refinement.
Piezo-injectors and multi-stage injections
Like its predecessor, the new i-DTEC engine is compact, lightweight, refined and quiet in operation, but there are a number of key changes designed to enhance overall efficiency. Most fundamental is a switch from a 23,000 psi common rail system using solenoid injectors to an 26,000 psi one using piezo-injectors able to provide more precise, multi-stage injections.
The injection pattern of the older i-CTDi engine, under most conditions except high load and high engine speeds, consists of a pilot fuel injection, followed by the main injection. In the new system there are up to five injections:
A pilot injection in the low to medium engine speed range.
A pre-injection in high load and low engine speed conditions
The main injection - under all conditions and in isolation at high load/high speed
An after injection at low loads and in the middle engine speed range for cleaner emissions
A post injection at low load designed to improve the CAT purification rate and allow regeneration of the particulate filter.
It is this constant ability to make adjustments to the combustion characteristics across all driving conditions that plays such a large part in improved on-road performance while meeting ever more stringent emissions requirements.
The fuel injection system continues to interact with the variable nozzle turbocharger to ensure optimum control over intake pressure, facilitating higher pressures at a lower speed, as well as better fuel economy and reduced emissions through lean burn combustion.
Diesel particulate filter
The new exhaust arrangement dispenses with the under floor catalytic converter and places the DPF in a close coupled position on the side of the engine. This new location reduces the fall-off in exhaust gas temperature and combined with its engine bay location, reduces the period of time taken to reach working temperature. This reduced warm up time minimizes the quantity of fuel used for the post injection phase in the combustion cycle and improves DPF regeneration.
The EGR efficiency is also improved, with finer valve control and a water cooling system that can now be bypassed when required. Playing a key role in the intelligent combustion control system is the continuously variable swirl control valve located in the intake manifold; this provides a smoothly graded control of the swirl ratio, varying from a high setting during idling and mid range operating conditions to a low setting at higher rpm to give the ideal combustion environment at all times. In the new engine, this is even more responsive to demand.
Transmission
Manual models feature a ‘Shift Indicator Light' or SIL which appears in the centre of the rev counter. ‘UP' or ‘DOWN' are displayed to advise the driver of the optimum point at which to change gear; Honda tests have demonstrated fuel savings of as much as 5 per cent simply by following these commands.
Instrumentation
Contained within the centre of the speedometer face is an LCD multi-information display showing a variety of information - controls positioned on the steering wheel allow the driver to cycle the display through multiple screens of information including vehicle mileage, trip mileage, i and aFCD, range, average speed, elapsed time, outside temperature, seatbelt status (including rear seats) and where fitted, ACC, LKAS and CMBS status.
http://www.cleanmpg.com/photos/data/501/2009_Euro_Accord_Tourer_Profile.jpg
2009 European Honda Accord Tourer -- The way a Station Wagon should be.
Basic Technical Specifications at a glance
Engine|
Type|2.2L iDTEC
Bore x stroke (mm)|85×96.9
Capacity (L)|2.199
Compression Ratio|16.3:1
Max power (HP) @ RPM|148 @ 4,000
Max torque (Lb-Ft.) @ RPM|258 @ 2,000
Fuel system|Common Rail
Fuel|Diesel
|
Electrical|
Battery (Ah)|12V – 74 Ah
Alternator (A)|105 A
|
Transmission|
Ratios|
1st|3.933
2nd|2.037
3rd|1.297
4th|0.975
5th|0.777
6th|0.634
Reverse|4.008
Final|3.550
RPM @ 60 mph|1,732
|
Performance|
Max Speed (mph)|132
Acceleration 0 – 60 (sec)|9.5
|
Fuel Consumption|
Urban/city (mpgUS)|32
Extra-Urban/highway (mpgUS)|51
Combined (mpgUS)|42
CO2 emissions (g/km)|148