标题: [申请精华]List of Honda engines(包括汽车,摩托车和飞机) [打印本页] 作者: 天空的感觉 时间: 2008-6-7 03:56:35 标题: [申请精华]List of Honda engines(包括汽车,摩托车和飞机)
Inline 3-cylinder
The Honda Insight hybrid contains a 1.0L 3-cylinder engine.
ECA1
ECA1 2001-2006 Insight
Inline 4-cylinder
The number in the engine code gives the approximate displacement of the engine. e.g. B18A would have an approximate displacement of 1.8L, H22A1 would have an approximate displacement of 2.2L.
The letters at the end of the line represent market where the car was sold:
USDM = United States Domestic Market
JDM = Japanese Domestic Market
EDM = European Domestic Market
Some engines below were available in more than one market.
B-series
89-92 B16A Civic SiR JDM
90-93 B16A Integra RSi/XSi JDM
92-95 B16A Civic SiR II JDM
89-92 B16A1 Civic VT EDM
90-91 B16A1 Civic SiR JDM
91-95 B16A2 Civic Vti EDM
99-00 B16A2 Civic Si USDM
94-97 B16A3 Del Sol VTEC USDM
94-97 B16A3 Del Sol Vti-T EDM
94-97 B16A3 Del Sol Vti-T EDM
96-00 B16A4 Civic SiR II JDM
97-01 B16B Civic Type-R JDM TYPE R
92-93 B17A1 Integra GS-R USDM
90-93 B18A1 Integra USDM
94-01 B18B1 Integra USDM
94-95 B18C Integra Si VTEC JDM
95-99 B18C Integra SiR-G JDM
96-00 B18C Integra Type R JDM
94-01 B18C1 Integra GS-R USDM
96-97 B18C3 Integra Type R Taiwan/Hong Kong
96 B18C3 Civic VTi 1.8
97+ B18C4 Civic 1.8 Vti EDM
97;98;00-01 B18C5 Integra Type R USDM
96+ B18C6 Integra Type R EDM
96+ B18C7 Integra Type R Australia
87-89 B20 Accord 2.0i EDM
85-87 B20A1 Prelude Fi EDM
86+ B20A1 Prelude 2.0i EDM
87+ B20A2 Accord 2.0i EX EDM
90-91 B20A3 Prelude 2.0 S USDM
88+ B20A4 Prelude 2.0
90-91 B20A5 Prelude 2.0 Si USDM
88-89 B20A5 Prelude Si USDM
87-92 B20A7 Prelude 2.0i EDM
88+ B20A8 Accord 2.0i EDM
87-92 B20A9 Prelude 4WS 2.0i EDM
97-98 B20B CR-V USDM
97+ B20B3 CR-V RD1 EDM
97-98 B20B4 CR-V
B20Z SMX JDM
90-91 B21A1 Prelude Si USDM
D-series
1991 1.4 L D14 (Civic)
84-87 1.5 L D15A2 (CRX) HF
85-87 1.5 L D15A3 (CRX) Si
91-99 1.5 L D15B (Civic) VTi VTEC
98-03 1.3 L D13B4 (City)EXI/DX
88-91 1.5 L D15B2 (Civic) DX/LX, (CRX) DX (LSi EDM)
88-91 1.5 L D15B6 (Civic) Base, (CRX) HF
92-95 1.5 L D15B7 (Civic) DX/LX
92-95 1.5 L D15B8 (Civic) CX
92-95 1.5 L D15Z1 (Civic) VX VTEC-E
96-98 1.5 L D15Z4 (Civic) LX
96-00 1.5 L D15Z6 (Civic) (VTEC SOHC) iLS EDM
86-89 1.6 L D16A1 (Integra) DOHC
86-89 1.6 L D16A3 (Integra) DOHC (Australian Market)
88-91 1.6 L D16A6 (Civic) Si, (CRX) Si
88-89 1.6 L D16A8 (Integra) DOHC
88-89 1.6 L D16A9 (Integra) (CRX EDM) DOHC
96-00 1.6 L D16Y5 (Civic) HX VTEC-E
97-00 1.6 L D16Y7 (Civic) DX/LX/CX
96-00 1.6 L D16Y8 (Civic) EX VTEC
90-92 1.6 L D16Z5 (Civic) (CRX EDM) DOHC
92-95 1.6 L D16Z6 (Civic) EX/Si, Del Sol Si VTEC
92-95 1.6 L D16Z9 (Civic) EX/Si, Del Sol Si VTEC
01-05 1.7 L D17A1 (Civic) DX/LX
01-05 1.7 L D17A2 (Civic) EX VTEC/VTEC-II
01-05 1.7 L D17A6 (Civic) HX VTEC-E
04-05 1.7 L D17A7 (Civic) GX
98-06 1.6 L D16A (HR-V) J/J4
98-06 1.6 L D16A (HR-V) JS/JS4 VTEC
--.-- 2.0 L D20 (HR-V or CR-V)[SOHC]]
E-series
1973 1.2 L EB (Civic)
2000 1.0 L EC (Insight) Hybrid
1975 1.5 L ED (Civic) CVCC
1976 1.6 L EF (Accord)
1980 1.3 L EJ (Civic)
1979 1.8 L EK (Accord/Prelude)
1980 1.5 L EM (Civic) CVCC
1986 1.5 L EW2 (CRX) CDM
1984 1.4-1.5 L EW4 (Civic)
1983 1.8 L ES (Accord/Prelude)
1985 1.8 L ET (Prelude)
1984 1.3 L EV (Civic)
1984 1.5 L EW (Civic/CRX)
F-series
1988 2.0 L F20 (Accord) VTEC
1990-1996 2.2 L F22 (Accord/Prelude/CL/Odyssey/Isusu Oasis/Isuzu Aska) VTEC & Non-VTEC
1998 2.3 L F23 (Accord/CL/Odyssey/Isuzu Oasis) ) VTEC
F20C
2000 2.0 L F20C (S2000) VTEC
F22C
2004-06 2.2 L F22C (S2000) VTEC
H-series
92-96 H22A Prelude Si VTEC JDM
94-97 H22A Accord SiR JDM
97-01 H22A Prelude SiR JDM
97-01 H22A Prelude Type S JDM
00-02 H22A Accord Euro R JDM
93-96 H22A1 Prelude VTEC USDM
97-01 H22A4 Prelude USDM
97-01 H22A4 Prelude SH USDM
97-01 H22A5 Prelude EDM
97-01 H22A7 Accord Type R EDM
92-96 H23A1 Prelude Si; SE USDM
99-02 H23A Accord VTEC SiR Wagon JDM
92-96 H23A2 Prelude 2.3i EDM
93+ H23A3 Accord 2.3l EDM
K-series
(03+) 01+ K20A Integra TYPE-R; Civic TYPE-R; Accord Euro R JDM
02-04 K20A2 RSX Type S USDM
01+ K20A3 Integra IS JDM
01+ K20A3 RSX Base, Civic Si USDM
03+ K24A Accord; Accord Wagon JDM
03+ K24A2 TSX 200 USDM
(03+) 02+ K24A3 CRV; Element; Accord
05+ K20Z1 RSX Type S USDM
(07+) K23A1 RDX
06+ K20Z3 Civic Si
L-series
2001 1.3 L L13A (Fit/Jazz) - engine marketed as 1.4L in certain regions
2002 1.2 L L12A (Jazz)
2002 1.5 L L15A (Fit/Fit Aria/Airwave/Mobilio)
N-series
04-06 2.2 L N22A2 FR-V (EDM)/Edix (JDM) - diesel i-CTDi (Common Rail Direct Fuel Injection)
Circle L - General Motors/Isuzu 1.7 L Diesel
R-series
2006 1.8 L R18A1 (Honda Civic) i-VTEC
2006 2.0 L R20 (Honda Stream) i-VTEC
Inline 5-cylinder
G-series
1996 2.5 L G25 (TL)
V6
C-series - 90° SOHC
1985-1990 2.0 L C20 (Honda Legend)
1983-1988 2.5 L C25 (Legend/Rover 825/Sterling 825L/Sterling SL)
1986-1997 2.7 L C27 (Legend/Accord/Rover 827/Sterling 827L/Sterling SL/Rover Vitesse/Rover Coupe)
1991-2005 3.2 L C32 (Legend/TL/RL)
1996-2004 3.5 L C35 (RL/Legend)
C-series - 90° DOHC
1991-2005 3.0 L C30A (NSX)
1997-2005 3.2 L C32B (NSX)
J-series - 60° SOHC
1999 2.5 L J25 (Inspire/Saber)
1998-2007 3.0 L J30 (Accord/CL/TL)
1999-2007 3.2 L J32 (TL/CL)
1998-2007 3.5 L J35 (Odyssey/Pilot/Ridgeline/MDX/Acura RL/2007 Acura TL Type-S/Saturn Vue)
2007-???? 3.7 L J37 (MDX)
Motorcycle, ATV and watercraft
1-cylinder
Honda CRF 50
Engine Type 49cc air-cooled single-cylinder four-stroke
Bore and Stroke 39.0mm x 41.4mm
Compression Ratio 10.0:1
Valve Train SOHC; two-valve
Carburetion 13.0mm piston-valve
Ignition CD
Hp:2.35
Honda CRF 70
Engine Type 72cc air-cooled single-cylinder four-stroke
Bore and Stroke 47.0mm x 41.4mm
Compression Ratio 9.0:1
Valve Train SOHC; two-valve
Carburetion 13.0mm piston-valve
Ignition CD
Hp: 3.45
Honda CRF 80
Engine Type 80cc air-cooled single-cylinder four-stroke
Bore and Stroke 47.5mm x 45.0mm
Compression Ratio 9.7:1
Valve Train SOHC; two-valve
Carburetion 20.0mm piston-valve
Ignition CD
Hp:8.5
Honda CRF100
Engine Type 99cc air-cooled single-cylinder four-stroke
Bore and Stroke 53.0mm x 45.0mm
Compression Ratio 9.4:1
Valve Train SOHC; two-valve
Carburetion 22.0mm piston-valve
Ignition CD
Honda CRF150
Engine Type 149.0cc air-cooled single-cylinder four-stroke
Bore and Stroke 57.3mm x 57.8mm
Compression Ratio 9.5:1
Valve Train SOHC; two-valve
Carburetion 24mm piston-valve
Ignition CDI
Honda CRF230
Engine Type 223cc air-cooled single-cylinder four-stroke
Bore and Stroke 65.5mm x 66.2mm
Compression Ratio 9.0:1
Valve Train SOHC; two-valve
Carburetion 26mm piston-valve
Ignition CDI
Honda CRF250X
Engine Type 249cc liquid-cooled single-cylinder four-stroke
Bore and Stroke 78.0mm x 52.2mm
Compression Ratio 12.5:1
Valve Train Unicam; four-valve
Carburetion Keihin 37.0mm flat-slide with throttle position sensor (TPS)
Ignition CD with electronic advance and lighting coil
Starter Electric & kick
2-cylinder
Honda CX500
* Engine Type 498cc liquid-cooled two-cylinder "Flying V-Twin" four-stroke
* Bore and Stroke 78.0mm x 52.0mm
* Compression Ratio 10.0:1
* Valve Train OHV Cam-in-block; four-valve per cylinder
* Carburetion Twin Keihin 40.0mm butterfly with manual choke
* Ignition Triple-wound stator, low speed, high speed, and charging, transistor ignition
* Starter Electric only
4-cylinder
6-cylinder
The Honda CBX motorcycle (1978-1982) contains a 1047cc inline-6 cylinder engine. The engine used a DOHC 24-valve cam-over-bucket valvetrain to support high RPMs.
Power equipment
Honda's 1 and 2-cylinder 4-stroke GX engines provide from 1 to 24 horsepower and are commonly used in trimmers, lawn mowers, generators and other power equipment.
The B-series HondaDOHC engines are popular automotive engines from the modern series of Honda engines. They are good performers from the factory having models with around 126hp to around 200hp, with even some models having a redline over 8,900 rpm. They accept high performance modifications well without much risk to reliability. The engine has been made in 1.6, 1.7, 1.8, 2.0, and 2.1 liter variants, with and without VTEC (Variable valve Timing and lift Electronic Control ). Later models have some minor upgrades, for instance modifications to the intake valves and ports and piston tops.
B16ANote: All JDM B16A engines are stamped 'B16A' (with no number after the "A" to identify version).
Note: This engine uses the same block as the Integra Type R, which is taller than the B16a block, but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16.
The Honda H engine was Honda's high-performance engine family from the 1990s and early 2000s. It is largely derived from the Honda F engine with which it shares many design features. Like Honda's other 4-cylinder families of the 80s and 90s, it was replaced by the Honda K engine. The primary applications of the H engine series were the fourth- and fifth-generation Honda Prelude, and the fifth- and sixth-generation Honda Accord. It has also enjoyed some success as a racing engine, forming the basis of Honda's Touring car racing engines for many years, and being installed in lightweight chassis (such as the Honda CRX) for use in drag racing. The F20B, though technically coded part of the F-series family of engines, was basically a destroked version of the H22A. It was developed for Honda to be able to enter into the 2-liter class in racing.
H22AThe H22A debuted in 1993 for use in the Honda PreludeVTEC as the H22A1. Versions of the H22A would be the Prelude's signature high-performance engine worldwide until the end of Prelude production in 2001. It was also used in the 1994–1997 Honda Accord SiR and 1998–2003 Honda Accord Euro-R in Japan and Accord Type-R in the UK and Europe(however different cams and a different intake manifold were used in the Euro R H22A). The H22A in the Prelude Type-S, CH6 Type-R and CL1 Euro-R came with the trademark red crinkle finish valve cover. Transmissions between all Honda F series motors are interchangeable(with the exception of the F20c and F22c, S2000 motors) You can also pair up the B-Series transmissions (Called an H2B) with an H or F series Engine, to get rid of the vague shift feel, due to the F and H series working on a cable linkage as opposed to a metal one. Specifications
Engine Control System: Honda Systems PGM-FI with port fuel injection
Valve Gear: Belt-driven dual overhead cams, 4 valves per cylinder, variable timing and lift
JDM H22a and H22a1 are Closed Deck. H22a4, H22a8, and H23a1 are all open deck
H22A4
The H22A4 is the designation of the engine used in the Base and Type-SH 97-01 Honda Prelude.
This engine was only released in the US in all their models, and these are designated with the "black tops". H22A7
The H22A7 could be found in European Accord Type-R and Japan Models of Prelude Type-S.
H22A8
This motor was only released within the European versions of the Prelude and can be designated with the "red tops".
H23A1The H23A1 was an increased-stroke, non-VTEC version of the H22a, designed for the North American market version of the 1992–1996 Honda Prelude Si. It shared the same Fiber Reinforced Metal (FRM) cylinder wall liners with the H22a. Specifications
Engine Control System: Honda Systems PGM-FI with port fuel injection
Valve Gear: belt-driven dual overhead cams, 4 valves per cylinder
There is also a DOHC VTEC version of the H23A, available in the CH6 and CL2(4WD) accord (CF4 wagon) SiR in the European Markets.
Specs remain largely similar to the H23A for North America, albeit differ in the introduction of VTEC mechanism and more power Specifications
Compression ratio: 10.6:1
Max output : 200 PS (197 hp/147 kW) @ 6800 rpm
Max torque : 220 N·m (160 ft·lbf) @ 5300 rpm
Redline: 7200 rpm
Honda K engine
The HondaK series engine is a four-cylinder otto cycle engine introduced in 2001. It is available in 2.0 L and 2.4 L naturally-aspirated variants, and a 2.3 L turbocharged model.
The K series engines are equipped with DOHC valvetrains and use roller rockers to reduce friction. The engines use a coil on plug, distributorless ignition system with a coil for each spark plug. This system eliminates the need for spark plug wires as well as the problems associated with them. It also allows the ECU to precisely control the ignition timing based on various sensor inputs. The cylinders have cast iron sleeves similar to the B-series engines, as opposed to the FRM cylinders found in the H-series.
Two versions of Honda's i-VTEC system can be found on K series engines, variable timing control (VTC) can be found on the intake cam of both versions. The VTEC system on engines like the K20A3 only operate on the intake cam, at low RPM only one intake valve is fully opened, the other opening just slightly to create a swirl effect in the combustion chamber for improved fuel atomization. At high rpm both intake valves open fully to improve engine breathing. In engines such as the K20A2 found in the Acura RSX Type-S the VTEC system operates on both the intake and exhaust valves, allowing both to benefit from multiple cam profiles.
K20
K20ABore is 86 mm & Stroke is 86 mm for all of the K20 engines.
Found in:
2007- Honda Civic Type-R (FD2)
Displacement: 1998 cc
Compression: 11.7:1
Power: 225 bhp (225 PS, 165 kW) @ 8000 rpm
Torque: 158 ft·lbf (215 N·m) @ 7000 rpm
Redline: 8600 rpm
2001-2006 Honda Civic Type-R (EP3)
Displacement: 1998 cc
Compression: 11.5:1
Power: 212 bhp (218 PS, 158 kW) @ 8000 rpm
Torque: 149 ft·lbf (202 N·m) @ 7000 rpm
Redline: 8600 rpm
2001-2007 Honda Integra Type-R (DC5)
Displacement: 1998 cc
Compression: 11.5:1
Power: 217bhp (220 PS, 162 kW) @ 8000 rpm
Torque: 152 ft·lbf (206 N·m) @ 7000 rpm
Redline: 8600 rpm
I-VTEC Engagement: 6200rpm
2003-2007 Honda Accord Euro-R
Displacement: 1998 cc
Compression: 11.5:1
Power: 217 bhp (220 PS, 162 kW) @ 8000 rpm
Torque: 152 f·lbf (206 N·m) @ 7000 rpm
Redline: 8800 rpm
K20A2
Found in:
2002-2004 Acura RSX Type-S and 2002-2005 Honda Civic Type R (EP3, European)
(Horsepower and torque calculations reflect new SAE J1349 procedures revised August 2004)
(The intake manifold is often credited with being responsible for the difference in HP between these two variants. The Civic Si being equipped with an aluminium intake manifold, and the RSX Base model equipped with a plastic version.
K20Z1
Found in:
2005-2006 Acura RSX-S
Displacement: 1998 cc
Compression: 11.0:1
Power: 210 hp (154 kW) @ 7800 rpm (SAE net J1349 Rev 8/04)
K20Z3This inline-4 cylinder internal combustion engine is found in the US market Honda Civic Si (2006+) & Canadian market Acura CSX Type-S. It has an aluminium block with an aluminium head, and a bore and stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
K20Z4This inline-4 cylinder internal combustion engine is found in the redesigned Honda Civic Type-R (FN2). It has an aluminium block with an aluminium head, and a bore and stroke of 86 mm*86 mm, resulting in a 2.0 Liter displacement.
Found in:
2007 Honda Civic Type-R (FN2) (Europe Market)
Displacement : 1998 cc
Compression : 11.0:1
Power: 197 bhp (201 PS, 148 kW) @ 7800 rpm
Torque: 142 ft·lbf (193 N·m) @ 5600 rpm
Redline: 8200 rpm
16V DOHC I-VTEC changes from low speed cams to high speed cams at 5,600 RPM
作者: 天空的感觉 时间: 2008-6-7 04:40:45 标题: Introduction to VTEC
DOHC VTEC
Honda's VTEC system is a simple method of endowing the engine with multiple camshaft profiles optimized for low and high RPM operations. Instead of one cam lobe actuating each valve, there are two: one optimized for low-RPM stability & fuel efficiency; the other designed to maximize high-RPM power output. Switching between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low rpm ones. From this point on, the poppet valve opens and closes according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load; the switch back from high to low rpm cams is set to occur at a lower engine speed than the up-switch, to avoid surging if the engine is asked to operate continuously at or around the switch-over point. The DOHC (Dual Over Head Cam) VTEC system has high and low lift cam lobe profiles on both the intake and exhaust valve camshafts.
The VTEC system was originally introduced as a DOHC system in the 1989 Honda Integra and Civic CRX SiR models sold in Japan and Europe, which used a 160 bhp (119 kW) variant of the B16A engine. The US market saw the first VTEC system with the introduction of the 1990 Acura NSX, which used a DOHC VTEC V6 with 270 hp. DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17 1.7 liter engine). And later in the 1993 Honda Prelude VTEC (H22 2.2 liter engine) and Honda Del Sol VTEC (B16 1.6 liter engine).
Honda has also continued to develop other varieties and today offers several varieties of VTEC: iVTEC, iVTEC Hybrid and VTEC in the NSX and some Japanese domestic market cars.
SOHC VTEC
As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC (Single Over Head Cam) engines, which shares a common camshaft for both intake and exhaust valves. The trade-off is that SOHC engines only benefit from the VTEC mechanism on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the center lobe on the camshaft can only be utilized by either the intake or the exhaust, limiting the VTEC feature to one side.
SOHC VTEC-E
Honda's next version of VTEC, VTEC-E, was used in a slightly different way; instead of optimising performance at high RPM, it was used to increase efficiency at low RPM. At low RPM, one of the two intake valves is only allowed to open a very small amount, increasing the fuel/air atomization in the cylinder and thus allowing a leaner mixture to be used. As the engine's speed increases, both valves are needed to supply sufficient mixture. A sliding pin, which is pressured by oil, as in the regular VTEC, is used to connect both valves together and allows the full opening of the second valve.
DOHC VTEC-DI
Honda also had a demonstration engine back in end 1999 where a 1.4 liter DOHC Honda engine was equipped with a VTEC-DI system. This was Honda’s first demonstration of direct injection to the public. The engine was installed in a Honda Logo (the predecessor to the Honda Fit/Jazz) and made power and torque outputs of 107 hp at 6200 rpm and 133 Nm at 5000 rpm.
3-Stage VTEC
Honda also introduced a 3-stage VTEC system in select markets, which combines the features of both SOHC VTEC and SOHC VTEC-E.
At low engine speeds, one intake valve is opened off an economy lift cam lobe, and the second valve is just cracked open a little to help promote better swirl in the combustion chamber. Used in conjunction with a 5-wire, wideband O2 sensor, great fuel ecomomy can be realized.
At medium engine speeds, both intake valves open off the economy cam lobe with equal lift allowing the engine to produce more power, but at the expense of economy.
At high engine speeds, both intake valves are actuated by a high lift cam lobe and produce much higher performance than at the medium speed range, but at an even greater expense of economy.
The 3-stage VTEC system was only offered in the Asian markets and not in the US market at all.
i-VTEC
i-VTEC (intelligent-VTEC) introduced continuously variable camshaft phasing on the intake cam of DOHC VTEC engines. The technology first appeared on Honda's K-series four cylinder engine family in 2001 (2002 in the U.S.). Valve lift and duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees (depending upon engine configuration) during operation. Phase changes are implemented by a computer controlled, oil driven adjustable cam gear. Phasing is determined by a combination of engine load and rpm, ranging from fully retarded at idle to maximum advance at full throttle and low rpm. The effect is further optimization of torque output, especially at low and midrange RPM.
The K-Series motors have two different types of i-VTEC systems implemented. The first is for the performance motors like in the RSX Type S or the TSX and the other is for economy motors found in the CR-V or Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the B16A's, both intake and exhaust have 3 cam lobes per cylinder. However the valvetrain has the added benefit of roller rockers and continuously variable intake cam timing. The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on the exhaust cam. The two types of motor are easily distinguishable by the factory rated power output: the performance motors make around 200 hp or more in stock form and the economy motors do not make much more than 160 hp from the factory.
In 2004, Honda introduced an i-VTEC V6 (an update of the J-series), but in this case, i-VTEC had nothing to do with cam phasing. Instead, i-VTEC referred to Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 mph) operation. The technology was originally introduced to the US on the Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid and the 2006 Honda Pilot.
An additional version of i-VTEC was introduced on the 2006 Honda Civic's R-series four cylinder SOHC engines. This implementation uses the so-called "economy cams" on one of the two intake valves of each cylinder. The "economy cams" are designed to delay the closure of the intake valve they act upon, and are activated at low rpms and under light loads. When the "economy cams" are activated, one of the two intake valves in each cylinder closes well after the piston has started moving upwards in the compression stroke. That way, a part of the mixture that has entered the combustion chamber is forced out again, into the intake manifold. That way, the engine "emulates" a lower displacement than its actual one (its operation is also similar to an Atkinson cycle engine, with uneven compression and combustion strokes), which reduces fuel consumption and increases its efficiency. During the operation with the "economy cams", the (by-wire) throttle butterfly is kept fully open, in order to reduce pumping losses. According to Honda, this measure alone can reduce pumping losses by 16%. In higher rpms and under heavier loads, the engine switches back into its "normal cams", and it operates like a regular 4 stroke Otto cycle engine. This implementation of i-VTEC was initially introduced in the R18A1 engine found under the bonnet of the 8th generation Civic, with a displacement of 1.8 L and an output of 140PS. Recently, another variant was released, the 2.0 L R20A2 with an output of 150PS, which powers the EUDM version of the all-new CRV
With the continued introduction of vastly different i-VTEC systems, one may assume that the term is now a catch-all for creative valve control technologies from Honda.
i-VTEC I
Honda’s i-VTEC I Engine is a variant of the K-series DOHC engine family featuring gasoline direct injection. It made its debut in the previous generation 2004 Honda Stream 7-seater MPV in Japan, but the current Stream does not use this engine anymore, instead using a 2.0 liter version of the R-series i-VTEC SOHC engine.
The engine featured the ability to use ultra-lean air-fuel mixtures of about 65:1, much leaner compared to the usual direct injection engine 40:1 ratio, and extremely lean compared to the stoichiometric air-fuel mixture of 14.7:1. As a result of this ultra-lean mixture fuel consumption dropped to 15km per liter. Power ratings remain the same at about 155 horsepower. [4]
Advanced VTEC
A September 25, 2006 press release announced the launch of the Advanced VTEC engine by Honda. The new engine combines continuously variable valve lift and timing control with the continuously variable phase control of VTC (Variable Timing Control). This new system permits optimum control over intake valve lift and phase in response to driving conditions, achieving improved charging efficiency for a significant increase in torque at all engine speeds. Under low to medium load levels, the valves are set for low lift and early closure to reduce pumping losses and improve fuel economy. In comparison to the 2.4L i-VTEC these advancements claim to increase fuel efficiency by 13%. Honda also claims that new engine also meets exhaust emission standards compliant with U.S. EPA - LEV2-ULEV regulations and Japanese Ministry of Land, Infrastructure and Transport requirements for Low-Emission Vehicles, with emission levels 75% lower than those required by the 2005 standards. Advanced VTEC engines should go into production for 2009 models.
VTEC in motorcycles
Apart from the Japanese market-only Honda CBR400F Super Four HYPER VTEC,introduced in 1983, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 7000 rpm is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of the valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience while increasing the engine's complexity. Drivability is a concern for some who are wary of the fact that the VTEC may activate in the middle of an aggressive corner, potentially upsetting the stability and throttle response of the motorcycle.
