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Sunday, January 12, 2014
Friday, April 27, 2012
Honda CR z The Green VTEC
The Honda CR-Z is a compact hybrid electric automobile manufactured by Honda and marketed as a "sport hybrid coupe." The CR-Z combines a hybrid gasoline-electric powertrain with traditional sports car elements - most notably having a 2+2 seating arrangement and a standard manual transmission. The CR-Z is regarded as the spiritual successor to the second generation Honda CR-X in both name and exterior design. In the U.S., it is one of the least polluting vehicles available and is rated as an Advanced Technology Partial Zero Emissions Vehicle (AT-PZEV) as defined by the California Air Resources Board (CARB). The CR-Z is the only gasoline-electric hybrid model offered by any automaker that can be equipped with a manual transmission. The CR-Z is the sixth unique version of Honda's IMA technology since the technology was first launched in the first generation Insight 3 door hatchback. Sales of the CR-Z began in Japan in February 2010. Sales in the U.S. began in August 2010
Sales of the CR-Z began in Japan on February 26, 2010 at a starting price of ¥2.27 million (~US$25,340) before any government subsidies. Honda announced that in less than one month it has received orders for more than 10,000 vehicles, far exceeding its sales forecast. As of the end of August 2010, more than 19,000 CR-Z were delivered and sales orders received are three times higher than expected, which led to Japanese media comparing its success with the NSX in the 1990s, another sports car from Honda. In an interview in early February 2011, a Honda executive disclosed that Honda produces around 200,000 hybrids a year in Japan. Sales in North America started on August 24, 2010. The 2011 CR-Z is offered in three trim levels: base, EX, and EX with navigation. The base CR-Z starts at US$19,950, the CR-Z EX starts at US$21,510 and the EX with navigation trim is priced at US$23,310. The CR-Z pricing is similar to the Honda Insight and has a lower price than the market leader Toyota Prius. After its launch in late August 2010, there were 3,349 Honda CR-Z sold as of end of October, 2010. It ranked as the fourth most sold hybrid in the U.S. for September and October of that year. U.S. sales for year 2010 reached 5,249 units, and ranked 11th in hybrid sales for that year. For year 2011 cumulative sales of the CR-Z in the U.S. reached 9,635 units through August, ranking number four in hybrid sales in 2011 and outsold only by the Hyundai Sonata Hybrid, Honda Insight, and Toyota Prius. In addition to commercials airing during sporting events, Honda held a marketing competition available to universities throughout the United States. This competition allowed students to create public relations and social media campaigns for the vehicle. A team from Syracuse University won first place in the competition, followed by runners-up New England School of Communications and University of LaVerne.
It was reported that Honda would release the CR-Z hybrid coupe in the Australian market in the middle of 2011. It appeared in the 2011 Australian International Motor Show in June but the launch was delayed by the earthquake and tsunami in Japan. It was launched in Australia in December 2011, starting from A$34,990 (before on-road costs) for the Sport grade with a 6-speed transmission. Two Honda Performance Development CR-Z Racers entered the 25-hour of Thunderhill endurance race held on December 4–5, 2010 at Willows, California. The car, first shown to the public at 2010 SEMA Show, is fully stripped down with lowered suspension. A turbo charger is bolted to the engine raising output to 175 hp (130 kW) and 155 lb·ft (210 N·m) of torque, furthermore, the Integrated Motor Assist setup is modified utilizing components from Mission Motors and a push-to-pass function is added, making a total of 200 hp (149 kW) and 175 lb·ft (237 N·m) of torque when the button is pressed. One of the two entrants battled from a near 10-lap deficit to finish second in the Endurance 3 class, after suffering early in the race from two five-minute "stop-and-hold" penalties caused by refueling problems. The other entrant scored pole position of the class but failed to finish the race. The Honda CR-Z was one of the most showcased cars during the SEMA show earlier in the year and one of the cars produced 533 hp (397 kW). This is what the hybrid engine could withstand in terms of power.
Wednesday, March 19, 2008
Honda A-series
The Honda A-series engines succeeded the earlier EZ, ES, BS and ET engines in the Honda Accord and Prelude. Some of those engines were actually early A-series engines and parts between them may be cross-compatible. There were several variations, ranging from the 1.6 liter A16A to the 2.0 liter A20A. All A-series engines have iron blocks with single overhead camshaft aluminum heads and are the last iron blocked engine produced by Honda. They came in both carbed and fuel injected configurations.
Technology & Advancement
Although they don't have VTEC, the A-series engines were well-designed engines. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time. Also, the later model of the A20A3 & A20A4 benefitted from the addition of a dual-stage runner intake manifold design, 4-2-1 headers, and a more electronic form of the vacuum advanced distributor. The Programmed fuel injection engines were equipped with partial OBD-0 engine computers.
Aftermarket
The aftermarket for the Accord and Prelude A series engine has died out. Below is a list of some previous backers.
GUDE: Head package, Header, Cam Grind
DC SPORTS: Stainless Cat-back, 4-2-1 Header
PAECO: Full Engine Build, Header
S&S: 4-1 Header
PACESETTER: 4-2-1 Header
HOTBITS: 4-2-1 Header
LIGHTSPEED: 4-2-1 Header
MOSSELMAN: Log Turbo Manifold
Most upgrades and modifications to the A-series engines are of the DIY variety, with one of the more popular being a turbo set-up. Because of their closed-deck iron block design, they're especially well-suited for handling boost. A VTEC version of the A-series engine was never produced, so swaps akin to an LS/VTEC or "mini-me" aren't doable because no VTEC head bolts to the A-series block. However there have been attempts to bolt DOHC heads to the A-Series which are not at all as easy as bolt and go. The holes are not perfectly aligned, nor do the cam and crank sprockets have the correct diameters.
A-Series Engines
A16A1
The A16A1 was a carburated 1.6 liter engine used in 1986-1989 Accords in the non-USDM market. This engine was known as the EZ in 1984 and 1985, non-US Accords.
Specifications
Carbeurated
Displacement: 1596 cm³
Bore: 80 mm (3.1 in)
Stroke: 79.5 mm (3.13 in)
Power:
88 hp (66 kW) @ 6000 rpm
91 ft·lbf (123 N·m) torque @ 3500 rpm
A18A
The A18A engine was the 1.8 liter engine found in 1984-1987 Honda Prelude in the US. Abroad, it was also available in the 1986-1989 Accords. It was known as the ET1 in the 1984 and 1985 non-US Accords.
Specifications
Carbeurated
Displacement: 1829 cm³
Bore: 80 mm (3.1 in)
Stroke: 91 mm (3.6 in)
Power:
110 hp (82 kW) @ 5800 rpm
112 ft·lbf (152 N·m) @ 3500 rpm
A20A
The A20A is probably the most plentiful of all the Honda A-series engines. It was available in both carbureted and PGM-FI versions. They were found in both Accords and Preludes throughout the 1980s.
A20A1 & A20A2
The A20A1 and A20A2 were the carbureted versions of the A20A engines. It was available in the 1984-1987 Honda Preludes as well as the 1982-1989 Accord DX and LX. They are the same engine, the only difference between them being that the A20A2 has no emissions components, so it has a slightly higher power output (hp and tq numbers for A20A1 only).
Specifications
Exhaust: 4-1 Cast Manifold
Induction: Carbureted 2bbl Keihin ( Feedback Carb )
Displacement: 1955 cc / 119 CID
Bore: 82.7 mm (3.26 in)
Stroke: 91 mm (3.6 in)
Power:
98 hp (73 kW)
109 ft·lbf (148 N·m) at 3500 rpm
A20A3 & A20A4
The A20A3 and A20A4 were the fuel injected versions of the A20A engines. They were run by Honda's PGM-FI system on a partial OBD-0 computer. Again, there is no real difference between the A20A3 and the A20A4 besides the A20A4 having a slightly higher power output because of not having emissions components (hp and tq numbers for A20A3 only). The A20A3 was offered in the 1984-1987 Honda Prelude 2.0Si, the 1989 Honda Accord SE-i, and the 1986-1989 Honda Accord LX-i.
Specifications
PGM-FI
Displacement: 1955 cm³
Bore:82.7 mm (3.26 in)
Stroke:91 mm (3.6 in)
Power:
1986-1987: 110 hp (82 kW) @ 5500 rpm & 114 ft·lbf (155 N·m) @ 4500 rpm
1988-1989: 120 hp (89 kW) @ 5500 rpm & 122 ft·lbf (165 N·m) @ 4000 rpm (12 valve)
Technology & Advancement
Although they don't have VTEC, the A-series engines were well-designed engines. Analysis of the head construction has showed that Honda was using valve geometry and technology several years ahead of their time. Also, the later model of the A20A3 & A20A4 benefitted from the addition of a dual-stage runner intake manifold design, 4-2-1 headers, and a more electronic form of the vacuum advanced distributor. The Programmed fuel injection engines were equipped with partial OBD-0 engine computers.
Aftermarket
The aftermarket for the Accord and Prelude A series engine has died out. Below is a list of some previous backers.
GUDE: Head package, Header, Cam Grind
DC SPORTS: Stainless Cat-back, 4-2-1 Header
PAECO: Full Engine Build, Header
S&S: 4-1 Header
PACESETTER: 4-2-1 Header
HOTBITS: 4-2-1 Header
LIGHTSPEED: 4-2-1 Header
MOSSELMAN: Log Turbo Manifold
Most upgrades and modifications to the A-series engines are of the DIY variety, with one of the more popular being a turbo set-up. Because of their closed-deck iron block design, they're especially well-suited for handling boost. A VTEC version of the A-series engine was never produced, so swaps akin to an LS/VTEC or "mini-me" aren't doable because no VTEC head bolts to the A-series block. However there have been attempts to bolt DOHC heads to the A-Series which are not at all as easy as bolt and go. The holes are not perfectly aligned, nor do the cam and crank sprockets have the correct diameters.
A-Series Engines
A16A1
The A16A1 was a carburated 1.6 liter engine used in 1986-1989 Accords in the non-USDM market. This engine was known as the EZ in 1984 and 1985, non-US Accords.
Specifications
Carbeurated
Displacement: 1596 cm³
Bore: 80 mm (3.1 in)
Stroke: 79.5 mm (3.13 in)
Power:
88 hp (66 kW) @ 6000 rpm
91 ft·lbf (123 N·m) torque @ 3500 rpm
A18A
The A18A engine was the 1.8 liter engine found in 1984-1987 Honda Prelude in the US. Abroad, it was also available in the 1986-1989 Accords. It was known as the ET1 in the 1984 and 1985 non-US Accords.
Specifications
Carbeurated
Displacement: 1829 cm³
Bore: 80 mm (3.1 in)
Stroke: 91 mm (3.6 in)
Power:
110 hp (82 kW) @ 5800 rpm
112 ft·lbf (152 N·m) @ 3500 rpm
A20A
The A20A is probably the most plentiful of all the Honda A-series engines. It was available in both carbureted and PGM-FI versions. They were found in both Accords and Preludes throughout the 1980s.
A20A1 & A20A2
The A20A1 and A20A2 were the carbureted versions of the A20A engines. It was available in the 1984-1987 Honda Preludes as well as the 1982-1989 Accord DX and LX. They are the same engine, the only difference between them being that the A20A2 has no emissions components, so it has a slightly higher power output (hp and tq numbers for A20A1 only).
Specifications
Exhaust: 4-1 Cast Manifold
Induction: Carbureted 2bbl Keihin ( Feedback Carb )
Displacement: 1955 cc / 119 CID
Bore: 82.7 mm (3.26 in)
Stroke: 91 mm (3.6 in)
Power:
98 hp (73 kW)
109 ft·lbf (148 N·m) at 3500 rpm
A20A3 & A20A4
The A20A3 and A20A4 were the fuel injected versions of the A20A engines. They were run by Honda's PGM-FI system on a partial OBD-0 computer. Again, there is no real difference between the A20A3 and the A20A4 besides the A20A4 having a slightly higher power output because of not having emissions components (hp and tq numbers for A20A3 only). The A20A3 was offered in the 1984-1987 Honda Prelude 2.0Si, the 1989 Honda Accord SE-i, and the 1986-1989 Honda Accord LX-i.
Specifications
PGM-FI
Displacement: 1955 cm³
Bore:82.7 mm (3.26 in)
Stroke:91 mm (3.6 in)
Power:
1986-1987: 110 hp (82 kW) @ 5500 rpm & 114 ft·lbf (155 N·m) @ 4500 rpm
1988-1989: 120 hp (89 kW) @ 5500 rpm & 122 ft·lbf (165 N·m) @ 4000 rpm (12 valve)
Acura TSX
The Acura TSX is an automobile manufactured by Honda, introduced in April 2003, sold in North America.
Sold in North America under the Acura name, it filled the gap as Acura's 4-door, entry-level sedan when the Integra sedan was discontinued in 2001. The TSX is badge engineered from the CL-series Honda Accord (or European Accord) sold in Europe, Japan and Australia. However, the TSX had a restyled interior and different suspension tuning when it was introduced. The interior is now standardized for all three markets. In the Australian & New Zealand markets, Honda sells the TSX as the Accord Euro, a smaller mid-size car, where the USDM Accord is sold in the large car category.
As of 2008, the TSX is the smallest sedan in the Acura model line, other than the Civic-based CSX sold only in Canada. All TSXs are built in Sayama, Saitama, Japan.
The 2008 model year TSX's powertrain is comprised of a 2.4-litre inline four-cylinder engine, a six-speed manual transmission (which features a magnesium casing, to reduce weight), and a front wheel drive layout.
A five-speed automatic transmission is optional and does not incur extra cost in the U.S. based on MSRP. Such is not the case in Canada.
The engine, the K24A2, is related to the engine in the Honda Accord (7th generation), the Honda CR-V, the Honda Element, and a smaller version in the Acura RSX and RSX Type-S. The K24A2 features intelligent variable valve timing i-VTEC and produces 205 horsepower (150 kW) in this iteration.
The TSX's suspension setup of a double wishbone front and a multi-link in the rear was especially tuned by the Honda engineers to maximize handling and cornering speed.
In 2006, the TSX was updated with slight tweaks to the engine (adding 5 hp); a sportier exterior styling featuring a slightly new front and rear treatment, standard side skirts, and standard, integral fog lights; and restyled wheels. State of the art interior features have been added, including a Multi-information Display (MID) in the instrument panel, more standard safety features,[citation needed] and luxury features such as an auxiliary MP3 player input and Bluetooth-compatible HandsFreeLink.
In 2007, a new Tire Pressure Monitoring System and an improved electronic rear view mirror were added.
The 2008 model year brings a few additional features and a new colour to the TSX.
In testing conducted by the United States based Insurance Institute for Highway Safety (IIHS), the Acura TSX received an overall rating of Poor rear crash protection,[3] an overall rating of Good for frontal offset testing,[4] and an overall rating of Acceptable for side impact testing.[
Since 2006 model year, the Acura TSX has used a 2.4-litre in-line 4 cylinder engine making 205 hp (153 kW) SAE J1349 net. The advertised increased power figures on previous models were over-estimated by +10 hp (7 kW), the actual power rating is 205 hp (153 kW). SAE J1349 is a third party program designed to eliminate ambiguities that allowed engine makers to cite power and torque ratings higher than the engine's actual capabilities. The most significant changes to the motor are described as follows:
On the intake side of the TSX engine, the diameter of both the throttle body and the intake duct were enlarged to increase induction flow rate from 95 liters per second to 110 liters per second. In addition the diameter and shape of the intake valve were enhanced to help increase intake flow by 16 percent and the high RPM cam profile for the intake cam was modified to provide increased intake valve lift and duration. In addition, a ventilation passage was machined into the engine block to reduce pumping friction by increasing air flow between cylinders.[attribution needed.
Also significant of the i-VTEC system on the TSX and RSX-s is that unlike other Honda K-series motors vtec is used on both the intake and exhaust ports in its three rocker design.
The fully redesigned 2009 Acura TSX will make its official debut at the 2008 New York International Auto Show.[7] The new TSX will use a base engine similar to that of the 2008 TSX. The engine will be a 2.4-litre in-line 4 cylinder engine reaching 201 hp (150 kW) and 172 lb·ft (233 N·m) torque.[8] While the rated power of the new TSX engine is 4 hp lower than that of the 2008 model, Acura says the new engine will distribute power across a much wider rpm range, which along with the increased torque, should provide an increased feeling of power for the driver. The transmission choices will remain 5-speed automatic and 6-speed manual, though the automatic version will now come with steering-wheel paddle shifters for optional manual shifting.
In addition to the 2.4-litre engine, the Acura TSX is expected to receive Honda's 2.2-litre i-DTEC clean turbodiesel engine in the 2009 calendar year. The i-DTEC engine will feature an advanced NOx emissions reduction system that will not require urea additives to meet emissions standards in all 50 states. While no official numbers on the TSX's new diesel engine have been released, some speculation places the engine at roughly 180 hp (134 kW). The i-DTEC engine to be used in the Euro Accord is rated at 148 hp and 258 lb·ft (350 N·m) torque,[12] but the TSX's version may have higher output.
In terms of size, the 2009 TSX will be larger than its predecessor. The new TSX will have a 3.0-inch greater width, a 2.6-inch wider track and a 1.3-inch longer wheelbase than the current TSX; additionally, the length will grow by 2.4 inches.
The 2009 TSX will feature luxury features standard for Acura vehicles, and will add a USB port music interface. The TSX will have an optional technology package, which includes a navigation system real-time traffic and weather, and a 10-speaker premium sound system with DVD-audio capabilities. Also making its debut on the new TSX is Honda's Advanced Compatibility Engineering body structure, which is designed to reduce accident impact on passengers.
Realtime racing prepares a factory TSX and RSX to compete in the Speed World Challenge Touring Car series. The factory TSX is refashioned to be stiffer and lighter, and includes motor work with raised compression, and a custom built sequential transmission. Driving for RTR in 2007 is Peter Cunningham, Pierre Kleinubing, Brandon Davis, Nick Esayian, and Kuno Wittmer. Acura won the Manufacturers' Championship of the Speed World Challenge Touring Car class in 2006, running both RSXs and TSXs. TSX drivers finished in 3rd and 4th in the Drivers' Championship.
Sold in North America under the Acura name, it filled the gap as Acura's 4-door, entry-level sedan when the Integra sedan was discontinued in 2001. The TSX is badge engineered from the CL-series Honda Accord (or European Accord) sold in Europe, Japan and Australia. However, the TSX had a restyled interior and different suspension tuning when it was introduced. The interior is now standardized for all three markets. In the Australian & New Zealand markets, Honda sells the TSX as the Accord Euro, a smaller mid-size car, where the USDM Accord is sold in the large car category.
As of 2008, the TSX is the smallest sedan in the Acura model line, other than the Civic-based CSX sold only in Canada. All TSXs are built in Sayama, Saitama, Japan.The 2008 model year TSX's powertrain is comprised of a 2.4-litre inline four-cylinder engine, a six-speed manual transmission (which features a magnesium casing, to reduce weight), and a front wheel drive layout.
A five-speed automatic transmission is optional and does not incur extra cost in the U.S. based on MSRP. Such is not the case in Canada.The engine, the K24A2, is related to the engine in the Honda Accord (7th generation), the Honda CR-V, the Honda Element, and a smaller version in the Acura RSX and RSX Type-S. The K24A2 features intelligent variable valve timing i-VTEC and produces 205 horsepower (150 kW) in this iteration.
The TSX's suspension setup of a double wishbone front and a multi-link in the rear was especially tuned by the Honda engineers to maximize handling and cornering speed.
In 2006, the TSX was updated with slight tweaks to the engine (adding 5 hp); a sportier exterior styling featuring a slightly new front and rear treatment, standard side skirts, and standard, integral fog lights; and restyled wheels. State of the art interior features have been added, including a Multi-information Display (MID) in the instrument panel, more standard safety features,[citation needed] and luxury features such as an auxiliary MP3 player input and Bluetooth-compatible HandsFreeLink.
In 2007, a new Tire Pressure Monitoring System and an improved electronic rear view mirror were added.
The 2008 model year brings a few additional features and a new colour to the TSX.
In testing conducted by the United States based Insurance Institute for Highway Safety (IIHS), the Acura TSX received an overall rating of Poor rear crash protection,[3] an overall rating of Good for frontal offset testing,[4] and an overall rating of Acceptable for side impact testing.[
Since 2006 model year, the Acura TSX has used a 2.4-litre in-line 4 cylinder engine making 205 hp (153 kW) SAE J1349 net. The advertised increased power figures on previous models were over-estimated by +10 hp (7 kW), the actual power rating is 205 hp (153 kW). SAE J1349 is a third party program designed to eliminate ambiguities that allowed engine makers to cite power and torque ratings higher than the engine's actual capabilities. The most significant changes to the motor are described as follows:
On the intake side of the TSX engine, the diameter of both the throttle body and the intake duct were enlarged to increase induction flow rate from 95 liters per second to 110 liters per second. In addition the diameter and shape of the intake valve were enhanced to help increase intake flow by 16 percent and the high RPM cam profile for the intake cam was modified to provide increased intake valve lift and duration. In addition, a ventilation passage was machined into the engine block to reduce pumping friction by increasing air flow between cylinders.[attribution needed.
Also significant of the i-VTEC system on the TSX and RSX-s is that unlike other Honda K-series motors vtec is used on both the intake and exhaust ports in its three rocker design.
The fully redesigned 2009 Acura TSX will make its official debut at the 2008 New York International Auto Show.[7] The new TSX will use a base engine similar to that of the 2008 TSX. The engine will be a 2.4-litre in-line 4 cylinder engine reaching 201 hp (150 kW) and 172 lb·ft (233 N·m) torque.[8] While the rated power of the new TSX engine is 4 hp lower than that of the 2008 model, Acura says the new engine will distribute power across a much wider rpm range, which along with the increased torque, should provide an increased feeling of power for the driver. The transmission choices will remain 5-speed automatic and 6-speed manual, though the automatic version will now come with steering-wheel paddle shifters for optional manual shifting.
In addition to the 2.4-litre engine, the Acura TSX is expected to receive Honda's 2.2-litre i-DTEC clean turbodiesel engine in the 2009 calendar year. The i-DTEC engine will feature an advanced NOx emissions reduction system that will not require urea additives to meet emissions standards in all 50 states. While no official numbers on the TSX's new diesel engine have been released, some speculation places the engine at roughly 180 hp (134 kW). The i-DTEC engine to be used in the Euro Accord is rated at 148 hp and 258 lb·ft (350 N·m) torque,[12] but the TSX's version may have higher output.
In terms of size, the 2009 TSX will be larger than its predecessor. The new TSX will have a 3.0-inch greater width, a 2.6-inch wider track and a 1.3-inch longer wheelbase than the current TSX; additionally, the length will grow by 2.4 inches.
The 2009 TSX will feature luxury features standard for Acura vehicles, and will add a USB port music interface. The TSX will have an optional technology package, which includes a navigation system real-time traffic and weather, and a 10-speaker premium sound system with DVD-audio capabilities. Also making its debut on the new TSX is Honda's Advanced Compatibility Engineering body structure, which is designed to reduce accident impact on passengers.
Realtime racing prepares a factory TSX and RSX to compete in the Speed World Challenge Touring Car series. The factory TSX is refashioned to be stiffer and lighter, and includes motor work with raised compression, and a custom built sequential transmission. Driving for RTR in 2007 is Peter Cunningham, Pierre Kleinubing, Brandon Davis, Nick Esayian, and Kuno Wittmer. Acura won the Manufacturers' Championship of the Speed World Challenge Touring Car class in 2006, running both RSXs and TSXs. TSX drivers finished in 3rd and 4th in the Drivers' Championship.
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