Friday, June 26, 2015
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S.I engine
An ignition system is a system for igniting a fuel-air mixture. Ignition systems are well known in the field of internal combustion engines such as those used in petrol (gasoline) engines used to power the majority of motor vehicles, but they are also used in many other applications such as in oil-fired and gas-fired boilers, rocket engines, etc.
The first ignition system to use an electric spark was probably Alessandro Volta's toy electric pistol from the 1780s. Virtually all petrol engines today use an electric spark for ignition.
Diesel engines rely on air compression for ignition, but usually also have glowplugs that preheat the combustion chamber to allow starting of the engine in cold weather. Other engines may use a flame, or a heated tube, for ignition.The term spark-ignition engine refers to internal combustion engines, generally petrol engines, where the combustion process of the air-fuel mixture is ignited by a spark from a spark plug. This is in contrast to compression-ignition engines, typically diesel engines, where the heat generated from compression is enough to initiate the combustion process, without needing any external spark.Spark-ignition engines are commonly referred to as "gasoline engines" in America, and "petrol engines" in Britain and the rest of the world. However, these terms are not preferred, since spark-ignition engines can (and increasingly are) run on fuels other than petrol/gasoline, such as autogas (LPG), methanol, ethanol, bioethanol, compressed natural gas (CNG), hydrogen, and (in drag racing) nitromethane.
The working cycle of both spark-ignition and compression-ignition engines may be either two-stroke or four-stroke.
A four-stroke spark-ignition engine is an Otto cycle engine. It consists of following four strokes: suction or intake stroke, compression stroke, expansion or power stroke, exhaust stroke. Each stroke consists of 180 degree rotation of crankshaft rotation and hence a four-stroke cycle is completed through 720 degree of crank rotation. Thus for one complete cycle there is only one power stroke while the crankshaft turns by two revolutions.
The first ignition system to use an electric spark was probably Alessandro Volta's toy electric pistol from the 1780s. Virtually all petrol engines today use an electric spark for ignition.
Diesel engines rely on air compression for ignition, but usually also have glowplugs that preheat the combustion chamber to allow starting of the engine in cold weather. Other engines may use a flame, or a heated tube, for ignition.The term spark-ignition engine refers to internal combustion engines, generally petrol engines, where the combustion process of the air-fuel mixture is ignited by a spark from a spark plug. This is in contrast to compression-ignition engines, typically diesel engines, where the heat generated from compression is enough to initiate the combustion process, without needing any external spark.Spark-ignition engines are commonly referred to as "gasoline engines" in America, and "petrol engines" in Britain and the rest of the world. However, these terms are not preferred, since spark-ignition engines can (and increasingly are) run on fuels other than petrol/gasoline, such as autogas (LPG), methanol, ethanol, bioethanol, compressed natural gas (CNG), hydrogen, and (in drag racing) nitromethane.
The working cycle of both spark-ignition and compression-ignition engines may be either two-stroke or four-stroke.
A four-stroke spark-ignition engine is an Otto cycle engine. It consists of following four strokes: suction or intake stroke, compression stroke, expansion or power stroke, exhaust stroke. Each stroke consists of 180 degree rotation of crankshaft rotation and hence a four-stroke cycle is completed through 720 degree of crank rotation. Thus for one complete cycle there is only one power stroke while the crankshaft turns by two revolutions.
V-tec Engine
VTEC (Variable Valve Timing and Lift Electronic Control) is a system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine (i.e. improved economy). The VTEC system uses two camshaft profiles and hydraulically selects between profiles. It was invented by Honda engineer Ikuo Kajitani, and was the first system of its kind. It is distinctly different from standard VVT (variable valve timing) which advances the valve timing only and does not change the camshaft profile or valve lift in any way.The VTEC system provides the engine with valve timing optimized for both low and high RPM operations. In basic form, the single barring shaft-lock of a conventional engine is replaced with two profiles: one optimized for low-RPM stability and fuel efficiency, and the other designed to maximize high-RPM power output. The switching operation 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 valves open and close 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-down back from high to low RPM cams is set to occur at a lower engine speed than the switch-up (representing a hysteresis cycle) to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point.The older approach to timing adjustments is to produce a camshaft with a valve timing profile that is better suited to low-RPM operation. The improvements in low-RPM performance, which is where most street-driven automobiles operate a majority of the time, occur in trade for a power and efficiency loss at higher RPM ranges. Correspondingly, VTEC attempts to combine low-RPM fuel efficiency and stability with high-RPM performance.
Honda Dc5
The Honda Integra DC5 was the fourth and final generation of the Honda Integra compact sports coupe, introduced in Japan on April 13, 2001 and produced from July 2001 to July 2006. It was introduced in North America for the 2002 model year as the Acura RSX (short for Rally Sportscar eXperimental).
In concordance with the introduction of the Integra's platform mate, the seventh-generation Civic being introduced in 2000, the Integra joined the Civic in abandoning Honda's traditional double-wishbone suspension at both ends and adopted MacPherson struts in the front and double-wishbone suspension in the rear along with the new K-series engine supplanting the B-series.
The K-series engine features intelligent VTEC (or i-VTEC), which electronically adjusts valve lift, valve duration and valve timing, giving the 2.0 L engine a flatter torque curve relative to previous VTEC implementations which only adjusted valve lift and valve duration.
The Integra DC5 received a facelift in the 2005 model year. The headlight and taillight assemblies lost the so-called 'teardrop' shape. Now the assemblies are flush with the bumpers.In Japan, the Integra was introduced in two versions, the Integra iS (later renamed Integra Type-S in the 2004 refresh) and the Integra Type R. The Type R lacked many of the luxury features (like vanity mirrors or side airbags) in the Type-S, true to its racing heritage. C package on the Type R added various accessories like the rear window wiper, remote control folding mirrors. JDM Integras had three interior colours available. Black was standard on the Type-iS/Type-S. Type R had choices of black/blue/red interiors (including colour matching Recaro seats), depending on exterior colours. Integra iS and Type-S were available with cruise control, sunroof, and navigation systems.[2Additional interior and exterior accessories were available from Honda's Modulo line. Modulo accessories offered include interior trim (shift knobs, decals, etc.), foglights, aero kits (front/side/rear bumper enhancements), wing spoilers, alloy wheels, push button start, upgraded speakers, and navigation.
In concordance with the introduction of the Integra's platform mate, the seventh-generation Civic being introduced in 2000, the Integra joined the Civic in abandoning Honda's traditional double-wishbone suspension at both ends and adopted MacPherson struts in the front and double-wishbone suspension in the rear along with the new K-series engine supplanting the B-series.
The K-series engine features intelligent VTEC (or i-VTEC), which electronically adjusts valve lift, valve duration and valve timing, giving the 2.0 L engine a flatter torque curve relative to previous VTEC implementations which only adjusted valve lift and valve duration.
The Integra DC5 received a facelift in the 2005 model year. The headlight and taillight assemblies lost the so-called 'teardrop' shape. Now the assemblies are flush with the bumpers.In Japan, the Integra was introduced in two versions, the Integra iS (later renamed Integra Type-S in the 2004 refresh) and the Integra Type R. The Type R lacked many of the luxury features (like vanity mirrors or side airbags) in the Type-S, true to its racing heritage. C package on the Type R added various accessories like the rear window wiper, remote control folding mirrors. JDM Integras had three interior colours available. Black was standard on the Type-iS/Type-S. Type R had choices of black/blue/red interiors (including colour matching Recaro seats), depending on exterior colours. Integra iS and Type-S were available with cruise control, sunroof, and navigation systems.[2Additional interior and exterior accessories were available from Honda's Modulo line. Modulo accessories offered include interior trim (shift knobs, decals, etc.), foglights, aero kits (front/side/rear bumper enhancements), wing spoilers, alloy wheels, push button start, upgraded speakers, and navigation.
Honda DC2
The Honda Integra (sold in some markets as Acura Integra) was an automobile produced by Japanese automobile manufacturer Honda from 1985 to 2006. It succeeded the Honda Quint as the slightly larger derivative of the Civic and each generation of the Integra was derived from the contemporary generation of the Civic. Being more luxurious and sports-oriented than the Quint, the Integra was one of the launch models for Acura in 1986,[ along with the Legend. Throughout its life, the Integra was highly regarded for its handling and performance.
The Integra name was originally used by Honda to refer to its VT250F motorcycle and is currently used to refer to the scooter variant of its NC700 series of motorcycles.
Car and Driver magazine named the Integra to its annual Ten Best list six times: in 1987, 1988, and 1994 through 1997. The GS-R model was called out specifically in 1994 and 1995. It made a return on the Ten Best list as the Acura RSX, in 2002 and 2003. The Integra Type-R (DC2) was named the "best front-wheel-drive drivers car ever" by Evo Magazine in 2006.his vehicle debuted in Japan in 1985 as the Honda Quint Integra, available only at Honda's Japanese dealership sales channel Honda Verno before going on sale a year later in North America as part of the then-new luxury Acura lineup. Three and five-door hatchback and four-door saloon bodies were available (only the hatchback versions were sold in the U.S.), with a 1.6 L DOHC 16-valve four-cylinder engine powering both. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were not commonplace in entry-level models at the time. In most European countries, only the five-door liftback was offered, as a replacement for the unsuccessful Honda Quint. Typically for European Integras, only the 1.5-liter carburetor engine was available. The five-door liftback model was also sold in Australia rebadged as the Rover 416i. Except for Britain, Honda did not offer the more powerful 1.6 DOHC fuel injection engine (in the UK known as the Integra EX16) in Europe. The ZC engine was also shared with the Honda Concerto, which was sold at newly established Japanese dealership sales channel called Honda Clio, which sold luxury oriented products like the Honda Legend.
The Integra name was originally used by Honda to refer to its VT250F motorcycle and is currently used to refer to the scooter variant of its NC700 series of motorcycles.
Car and Driver magazine named the Integra to its annual Ten Best list six times: in 1987, 1988, and 1994 through 1997. The GS-R model was called out specifically in 1994 and 1995. It made a return on the Ten Best list as the Acura RSX, in 2002 and 2003. The Integra Type-R (DC2) was named the "best front-wheel-drive drivers car ever" by Evo Magazine in 2006.his vehicle debuted in Japan in 1985 as the Honda Quint Integra, available only at Honda's Japanese dealership sales channel Honda Verno before going on sale a year later in North America as part of the then-new luxury Acura lineup. Three and five-door hatchback and four-door saloon bodies were available (only the hatchback versions were sold in the U.S.), with a 1.6 L DOHC 16-valve four-cylinder engine powering both. The engine was the vehicle's most publicized feature, as DOHC, multi-valve engines were not commonplace in entry-level models at the time. In most European countries, only the five-door liftback was offered, as a replacement for the unsuccessful Honda Quint. Typically for European Integras, only the 1.5-liter carburetor engine was available. The five-door liftback model was also sold in Australia rebadged as the Rover 416i. Except for Britain, Honda did not offer the more powerful 1.6 DOHC fuel injection engine (in the UK known as the Integra EX16) in Europe. The ZC engine was also shared with the Honda Concerto, which was sold at newly established Japanese dealership sales channel called Honda Clio, which sold luxury oriented products like the Honda Legend.
Honda CRX
The Honda CR-X, originally launched as the Honda Ballade Sports CR-X in Japan, is a front-wheel-drive sports compact car that was manufactured by Honda between 1983 and 1991. It was replaced by the Honda CR-X del Sol for the 1992 model year. Although there are many supposed definitions for the acronym CR-X, the most widely accepted is "Civic Renaissance Model X".[1]
In the US, the CRX (not CR-X) was marketed as an economy sport kammback, with room for two passengers. The European-spec car received a ZC 130 hp (97 kW) engine and a 2+2 seating arrangement. Redesigned in 1988 and produced to 1991, the CRX was popular for its performance, nimble handling, and good fuel economy. In the United States, its performance model, the Si (with the SOHC (D16A6) not the equally sized JDM Si 1590cc (ZC) DOHC engine), was a favorite[according to whom?]. Honda's 1992 CRX del Sol was marketed as a CR-X in some markets.
The VTEC-equipped models also received a makeover, with updated bumpers, lights, bonnet/hood, brakes, suspension and dashboard design amongst other things. Additionally, some of these design changes were added to the concurrent non-VTEC models.In September 1989, Honda also added the 1595 cc B16A VTEC engine to the lineup outside of America. The VTEC engine used Variable Valve Timing to provide increased power in the high rev range, while still allowing low fuel consumption and better idling at low RPMs. The B16A produced 150 PS (110 kW; 148 hp) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 160 PS (118 kW; 158 hp) in the JDM SiR model. The CRX was the second car to receive a VTEC engine, shortly after the Integra, although the CRX was more popular and common.
If the CR-X was equipped with the 1.6 DOHC engine (ZC engine) or the 1.6 DOHC VTEC engine (B16A), the CR-X came with a different hood. The B16A and ZC engines were taller and required additional hood clearance in comparison to the 1.6 SOHC engines. The ZC engine was only slightly taller than the 1.6 SOHC engine and required additional hood clearance to clear the cam gear cover. A CR-X equipped with the ZC engine had a hood with a bump on one side which offered the additional necessary clearance. Cars equipped with a B16A engine came with a hood that was raised across most the engine bay to offer additional overall clearance for the taller engine.
In the US, the CRX (not CR-X) was marketed as an economy sport kammback, with room for two passengers. The European-spec car received a ZC 130 hp (97 kW) engine and a 2+2 seating arrangement. Redesigned in 1988 and produced to 1991, the CRX was popular for its performance, nimble handling, and good fuel economy. In the United States, its performance model, the Si (with the SOHC (D16A6) not the equally sized JDM Si 1590cc (ZC) DOHC engine), was a favorite[according to whom?]. Honda's 1992 CRX del Sol was marketed as a CR-X in some markets.
The VTEC-equipped models also received a makeover, with updated bumpers, lights, bonnet/hood, brakes, suspension and dashboard design amongst other things. Additionally, some of these design changes were added to the concurrent non-VTEC models.In September 1989, Honda also added the 1595 cc B16A VTEC engine to the lineup outside of America. The VTEC engine used Variable Valve Timing to provide increased power in the high rev range, while still allowing low fuel consumption and better idling at low RPMs. The B16A produced 150 PS (110 kW; 148 hp) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 160 PS (118 kW; 158 hp) in the JDM SiR model. The CRX was the second car to receive a VTEC engine, shortly after the Integra, although the CRX was more popular and common.
If the CR-X was equipped with the 1.6 DOHC engine (ZC engine) or the 1.6 DOHC VTEC engine (B16A), the CR-X came with a different hood. The B16A and ZC engines were taller and required additional hood clearance in comparison to the 1.6 SOHC engines. The ZC engine was only slightly taller than the 1.6 SOHC engine and required additional hood clearance to clear the cam gear cover. A CR-X equipped with the ZC engine had a hood with a bump on one side which offered the additional necessary clearance. Cars equipped with a B16A engine came with a hood that was raised across most the engine bay to offer additional overall clearance for the taller engine.
Honda Ek
The sixth-generation Honda Civic was introduced in 1995. It retained its class-leading handling, thanks in part to its front double wishbone suspension. However, the sixth iteration of Civic did not have the high power-to-weight ratio of its predecessors. Two wagons were also made on the platform; the JDM Orthia, based on the Civic sedan, and a Domani-based model, sold as Civic Aerodeck, in Europe. Neither were offered in North America. A Domani based five-door liftback was also offered for sale in Europe alongside the regular Civic model from 1995 to 2001.
At its introduction in 1993, it won the Car of the Year Japan Award for the third time. In 1998 for the 1999 model year, the Civic had some updates for both the interior and exterior. These redesigns could vary according to the country of origin for the car. For example, in some European countries there was no redesign to the climate control area or to the rear of the sedan models.
The updated cars received a face lift which included a new grille, new headlights, and a new front bumper, fenders and hood and redesigned taillights. The coupe and sedans models also received a slight redesign to the bottom of the rear bumper. On the pre-facelift sedans, the stop lights were on top of the reverse and turn lights; for the facelift version, the reverse and turn lights were on top of the stop lights. For the coupe and hatchback the layouts remained as before; however, the rear turn signal lenses became clear/white instead of amber to match the reverse lights (the turn light bulbs themselves now were amber).
Inside, the center console had a makeover. The sliding air system controls were replaced by rotary ones, which freed up space to accommodate an enlarged radio, which included the cassette player or Compact Disc player. Previously, the large size of the ventilation controls reduced the size of the radio, necessitating a slave cassette player or Compact Disc player at the bottom of the console.
After a brief hiatus, the Civic Si reappeared in 1998, available as a coupé only. With the adoption of the VTi badge in Europe and the SiR and Type R badges in Japan for the sports variants of Civics, the Si became primarily a US-specific badge, a branding trend that would continue in subsequent Civic generations. Accelerating from 0-60 in 7.1 seconds, the 1999 Civic Si trim package featured a 1.6-litre B16A2 engine that made 160 hp (119 kW) at 8,000 rpm and 111 ft-lbs of torque at 7,000 rpm. While similar to the powerplant in the Del Sol VTEC, the Civic Si saw some notable differences, which include a larger throttle body, improved intake manifold, strengthened connecting rods, low-friction/high-silicon pistons, a fully counterweighted crankshaft, and an exhaust system with larger-diameter piping. Due to its good fuel economy (27/31 city/hwy MPG), independent suspension at all four corners, and a more popular coupe form, the trim package garnered a dedicated following in spite of its short production cycle.
At its introduction in 1993, it won the Car of the Year Japan Award for the third time. In 1998 for the 1999 model year, the Civic had some updates for both the interior and exterior. These redesigns could vary according to the country of origin for the car. For example, in some European countries there was no redesign to the climate control area or to the rear of the sedan models.
The updated cars received a face lift which included a new grille, new headlights, and a new front bumper, fenders and hood and redesigned taillights. The coupe and sedans models also received a slight redesign to the bottom of the rear bumper. On the pre-facelift sedans, the stop lights were on top of the reverse and turn lights; for the facelift version, the reverse and turn lights were on top of the stop lights. For the coupe and hatchback the layouts remained as before; however, the rear turn signal lenses became clear/white instead of amber to match the reverse lights (the turn light bulbs themselves now were amber).
Inside, the center console had a makeover. The sliding air system controls were replaced by rotary ones, which freed up space to accommodate an enlarged radio, which included the cassette player or Compact Disc player. Previously, the large size of the ventilation controls reduced the size of the radio, necessitating a slave cassette player or Compact Disc player at the bottom of the console.
After a brief hiatus, the Civic Si reappeared in 1998, available as a coupé only. With the adoption of the VTi badge in Europe and the SiR and Type R badges in Japan for the sports variants of Civics, the Si became primarily a US-specific badge, a branding trend that would continue in subsequent Civic generations. Accelerating from 0-60 in 7.1 seconds, the 1999 Civic Si trim package featured a 1.6-litre B16A2 engine that made 160 hp (119 kW) at 8,000 rpm and 111 ft-lbs of torque at 7,000 rpm. While similar to the powerplant in the Del Sol VTEC, the Civic Si saw some notable differences, which include a larger throttle body, improved intake manifold, strengthened connecting rods, low-friction/high-silicon pistons, a fully counterweighted crankshaft, and an exhaust system with larger-diameter piping. Due to its good fuel economy (27/31 city/hwy MPG), independent suspension at all four corners, and a more popular coupe form, the trim package garnered a dedicated following in spite of its short production cycle.
HONDA EG3
Introduced in 1992, trims available in the hatchback body style in the U.S. and Canada were the CX, DX, VX (EH2) and Si (EH3), however the VX and Si models were discontinued in Canada after model year 1993. With a total interior room (passenger and luggage) of 90 cu.ft., the hatchback was classified by EPA of U.S. as subcompact.
CX: The economical CX was the base model equipped with all-manual features, and power brakes. In the U.S., it came with the 8-valve 70 hp 1.5L D15B8 engine and manual transmission. With 42/48 miles per gallon (mpg) (city/hwy) [revised to 2008 EPA rating: 35/43 mpg city/hwy or 40/47 mpg (city/hwy) [revised to 2008 EPA rating: 33/42 mpg city/hwy, the CX was the second most fuel-efficient Civic model of the fifth generation, after the VX. CX models in Canada came with the same 16-valve 102 hp 1.5L D15B7 engine as in the DX model, but could also be ordered with automatic transmission which also came with power steering. The 1995 CDM CX models (colloquially and/or unofficially known as the "CX-Plus") included from the factory a rear wiper, and could be ordered with side mouldings and manual passenger-side mirror.
VX: Fitted with the same manual transmission as the USDM CX, the VX was identical to the base model CX except that it gained improved fuel efficiency through a 92 hp 1.5 L (d15z1) VTEC-E engine yielding 48/55 mpg (city/hwy) [revised to 2008 EPA rating: 39/49 mpg city/hwy or 44/51 mpg (city/hwy) [revised to 2008 EPA rating: 36/46 mpg city/hwy. In Canada, it was rated by Transport Canada fuel consumption estimate: 4.7L/100 km city and 4.3L/100 km hwy.Other added features were an 8K tachometer with redline at 6K RPM, lightweight 13-inch (330 mm) aluminum alloy wheels, as well as additional front & rear under-body trim additions to improve aerodynamic flow. The VX was also equipped with an aluminum alternator bracket, an aluminum front driver side engine mount, and a lightweight crank pulley. In addition, the instrument cluster of the CX and VX featured a shift indicator light that would notify the driver when to shift upwards in order to achieve optimum mileage. To this day, the CX & VX models are lauded as one of the only gasoline-powered cars that rival the fuel economy of today's hybrids and diesels. In the March 2010 issue of Car & Driver for example, it mentions its long-term test car, a 2009 VW TDI Jetta with 6-speed dual-clutch auto transmission, got worse fuel mileage (38 mpg) than their 1992 Honda Civic VX test car (which got 41 mpg) and 2000 Honda Insight hybrid (48 mpg). The Si model replaced rear drum brakes with discs, added a power moonroof with tilt, cruise control, a dashboard clock, a 9K tachometer with a 7,200 rpm redline, plastic wheelcovers on 14 inch wheels, power side mirrors (body coloured, beginning in 1993), body-coloured door handles, and a 125 hp (93 kW) 1.6 L single-overhead cam D16Z6 VTEC engine with manual transmission. It enabled the car to hit 0–60 in 7.5 seconds and a quarter-mile time of 16.3 at 86 mph.[9] VTEC activated on the intake side and not the exhaust side, which was the result of the spark plug blocking the area where the cam follower would be. In 1994, rear speakers and optional ABS (the VIN# sequence will have "EH339", as opposed to the regular Si designation of "EH338") were also added.
CX: The economical CX was the base model equipped with all-manual features, and power brakes. In the U.S., it came with the 8-valve 70 hp 1.5L D15B8 engine and manual transmission. With 42/48 miles per gallon (mpg) (city/hwy) [revised to 2008 EPA rating: 35/43 mpg city/hwy or 40/47 mpg (city/hwy) [revised to 2008 EPA rating: 33/42 mpg city/hwy, the CX was the second most fuel-efficient Civic model of the fifth generation, after the VX. CX models in Canada came with the same 16-valve 102 hp 1.5L D15B7 engine as in the DX model, but could also be ordered with automatic transmission which also came with power steering. The 1995 CDM CX models (colloquially and/or unofficially known as the "CX-Plus") included from the factory a rear wiper, and could be ordered with side mouldings and manual passenger-side mirror.
VX: Fitted with the same manual transmission as the USDM CX, the VX was identical to the base model CX except that it gained improved fuel efficiency through a 92 hp 1.5 L (d15z1) VTEC-E engine yielding 48/55 mpg (city/hwy) [revised to 2008 EPA rating: 39/49 mpg city/hwy or 44/51 mpg (city/hwy) [revised to 2008 EPA rating: 36/46 mpg city/hwy. In Canada, it was rated by Transport Canada fuel consumption estimate: 4.7L/100 km city and 4.3L/100 km hwy.Other added features were an 8K tachometer with redline at 6K RPM, lightweight 13-inch (330 mm) aluminum alloy wheels, as well as additional front & rear under-body trim additions to improve aerodynamic flow. The VX was also equipped with an aluminum alternator bracket, an aluminum front driver side engine mount, and a lightweight crank pulley. In addition, the instrument cluster of the CX and VX featured a shift indicator light that would notify the driver when to shift upwards in order to achieve optimum mileage. To this day, the CX & VX models are lauded as one of the only gasoline-powered cars that rival the fuel economy of today's hybrids and diesels. In the March 2010 issue of Car & Driver for example, it mentions its long-term test car, a 2009 VW TDI Jetta with 6-speed dual-clutch auto transmission, got worse fuel mileage (38 mpg) than their 1992 Honda Civic VX test car (which got 41 mpg) and 2000 Honda Insight hybrid (48 mpg). The Si model replaced rear drum brakes with discs, added a power moonroof with tilt, cruise control, a dashboard clock, a 9K tachometer with a 7,200 rpm redline, plastic wheelcovers on 14 inch wheels, power side mirrors (body coloured, beginning in 1993), body-coloured door handles, and a 125 hp (93 kW) 1.6 L single-overhead cam D16Z6 VTEC engine with manual transmission. It enabled the car to hit 0–60 in 7.5 seconds and a quarter-mile time of 16.3 at 86 mph.[9] VTEC activated on the intake side and not the exhaust side, which was the result of the spark plug blocking the area where the cam follower would be. In 1994, rear speakers and optional ABS (the VIN# sequence will have "EH339", as opposed to the regular Si designation of "EH338") were also added.
Honda EF
The base model of the fourth generation Civic had a 1.2 L SOHC, this single carbureted engine was not available for the Japanese and American markets. In Japan the base version received a 1.3 L SOHC single carbureted engine, thus equipped it was called either 23L or 23U.
The 1.5 L SOHC engine came in a wide variety of models, dual-point injection, single carbureted and dual carbureted. Those engines were available in the Japanese-market 25X and 25XT. The Japanese version of the sporting Si, initially the top version, featured a (ZC) D16A8/A9 1.6 L 16V DOHC engine.
But there was more to come, and in late 1989 the new top model of the hatchback was the new SiR, fitted with the 1.6-litre, 160 PS (118 kW; 158 hp) at 7,600 rpm "B16A" DOHC VTEC engine. This, the first B engine, marked the introduction of Honda's variable valve timing and electronic lift control technology, or VTEC. By providing two different camshaft profiles—one for fuel economy, one for performance—the VTEC engines set a high-revving, naturally aspirated precedent for future performance variants of the Honda Civic. With its light weight, independent suspension and powerful engine, the car was well-received globally, receiving “Golden Steering Wheel Award” from the German newspaper Bild am Sonntag, and ranking first in France’s l’Automobile magazine 1989 survey on car quality and reliability. The European model, badged as a "1.6i-VT", used a slightly less powerful B16A1 engine, which had an 8,200 rpm redline and made 150 hp (112 kW), although it made the same 111 lbf·ft (150 N·m) of torque as the Japanese market B16. In Japan, automatic-equipped SiR Civics also received the lower-powered engine.
The wagon, known in Japan as the Civic Shuttle, continued but the commercial-use "Shuttle Pro" was replaced by a dedicated commercial delivery van called the Honda Partner starting with model year 1996.Initially, the Civic Si hatchback was absent from the lineup, with only the CRX Si offered for the 1988 model year. That changed, however, for 1989, and the Civic Si hatchback was reintroduced, along with a 3-hp upgrade for the D16 engine across all Si trims (making 108 hp, 1988 CR-X Si 105 hp). This was the sportiest US market Civic, only available as a hatchback. The engine fitted was the D16A6 16-valve SOHC with 4-point injection and output of 108 hp (81 kW). It weighed in at 2,286 lb (1,037 kg), achieving a factory 0–60 mph of 8.1 seconds; and a quarter-mile time of 16.2 at 82 mph (132 km/h).
The 1.5 L SOHC engine came in a wide variety of models, dual-point injection, single carbureted and dual carbureted. Those engines were available in the Japanese-market 25X and 25XT. The Japanese version of the sporting Si, initially the top version, featured a (ZC) D16A8/A9 1.6 L 16V DOHC engine.
But there was more to come, and in late 1989 the new top model of the hatchback was the new SiR, fitted with the 1.6-litre, 160 PS (118 kW; 158 hp) at 7,600 rpm "B16A" DOHC VTEC engine. This, the first B engine, marked the introduction of Honda's variable valve timing and electronic lift control technology, or VTEC. By providing two different camshaft profiles—one for fuel economy, one for performance—the VTEC engines set a high-revving, naturally aspirated precedent for future performance variants of the Honda Civic. With its light weight, independent suspension and powerful engine, the car was well-received globally, receiving “Golden Steering Wheel Award” from the German newspaper Bild am Sonntag, and ranking first in France’s l’Automobile magazine 1989 survey on car quality and reliability. The European model, badged as a "1.6i-VT", used a slightly less powerful B16A1 engine, which had an 8,200 rpm redline and made 150 hp (112 kW), although it made the same 111 lbf·ft (150 N·m) of torque as the Japanese market B16. In Japan, automatic-equipped SiR Civics also received the lower-powered engine.
The wagon, known in Japan as the Civic Shuttle, continued but the commercial-use "Shuttle Pro" was replaced by a dedicated commercial delivery van called the Honda Partner starting with model year 1996.Initially, the Civic Si hatchback was absent from the lineup, with only the CRX Si offered for the 1988 model year. That changed, however, for 1989, and the Civic Si hatchback was reintroduced, along with a 3-hp upgrade for the D16 engine across all Si trims (making 108 hp, 1988 CR-X Si 105 hp). This was the sportiest US market Civic, only available as a hatchback. The engine fitted was the D16A6 16-valve SOHC with 4-point injection and output of 108 hp (81 kW). It weighed in at 2,286 lb (1,037 kg), achieving a factory 0–60 mph of 8.1 seconds; and a quarter-mile time of 16.2 at 82 mph (132 km/h).
INFORMATION ABOUT HONDA
Honda originally started out as a motorcycle manufacturer, and they didn't begin making cars until 1963. By the 1990s, Honda was one of the world's most popular and respected car makers.
The first cars introduced by Honda in 1963 were a mini-van and a chain- driven sports car. The sports car, called the S500, was unique in that it was powered by a high-revving four-cylinder engine and four carburetors.
By the late 1960s, Honda was making more conventional family cars. In 1973, one of the first Honda Civics met U.S. emissions standards two years ahead of time. Today, Honda is still known for making smart, fuel-efficient vehicles that meet environmental standards.
In the 1970s Honda went beyond the small car market and introduced the Accord. Since then, Honda has kept pace with the needs of consumers by introducing vans and SUVs in addition to cars.
Today the company continues to make the Honda Civic and the Honda Accord, and in addition they also make the Civic Hybrid, Fit, Element, CR-V, and Pilot.
Honda’s Civic, Accord and CR-V are all some of the best selling vehicles in America. The Odyssey has long been one of the top-selling minivans while the Fit was for years the one bright light in its segment. The Accord recieved both a regular hybrid and plug-in hybrid version this year while the Civic was heavily revised. An all-new Pilot and Ridgeline are on their way as well.
Established in 1948 Honda initially began producing motorcycles. Its first car was the T360 mini pickup which went on sale in 1963, followed by the S500 sports car in that same year. Honda was the first automaker to introduce variable valve timing (VTEC) technology in its engines and combined with cars like the Civic Si helped launch a new generation of what have been termed sport compact enthusiasts.
Monday, June 22, 2015
Definition of HONDA. : a metal, knotted, or spliced eye at one end of a lariat through which the other end is passed to form a running noose or lasso.
Born in 1946 from the ashes of a company that manufactured piston rings, Honda made a name for itself by building motorcycles and scooters. The company was successful early on and it opened its first overseas office in California in 1959.
HISTORY OF HONDA CAR.
Drivers in and around the Denton, Frisco, and Lewisville, TX areas are sure to recognize Honda automobiles as among the highest quality vehicles on the road today. However, the history of Honda started long before the company made its first automobile. Company founder Soichiro Honda had always had an interest in automobiles and got his start at the Art Shokai garage as a mechanic working on race cars.
Using funding offered by a friend (Kato Shichiro) Honda started Tokai Seiki in 1937. This company crafted piston rings for the Toyota Company for a short period of time. In time Honda learned to mass produce engine rings for Toyota. During World War Two this company was placed under the control of the War Ministry. Following the destruction of one factory during the war and one more in 1945 due to the Mikawa earthquake, a new era in the history of Honda began with the construction of a motorized bicycle under the auspices of the name Honda Technical Research Institute.The Honda Technical Research Institute was liquidated in 1949 and the resulting funds used to found Honda Motor Co. Ltd., a name that has become very well known on the streets of Denton, Frisco, and Lewisville, TX. During this early period the company focused on building motorcycles and by 1964 was one of the world’s largest motorcycle manufacturers.
The first car model to be built in the history of the Honda brand was the T360, which was in fact a small truck driven by a motorcycle engine and chain drive unit. The first production automobile, the S500 sports car, would soon follow, it too was chain driven using a Honda motorcycle engine. During the ensuing years Honda would continue to develop new lines of vehicles and expand their horizons.
In 1973 Honda was ready to export its cars to the United States as the first Honda Civic was offered to buyers in the Denton, Frisco, and Lewisville areas. These highly fuel efficient cars were exactly what the American public needed as the energy crisis hit full swing and gas prices soared. In 1974 the Honda CVCC four stroke engine was only incredibly fuel efficient but the Civic became the first car to meet the new EPA Clean Air Act standards without the need for a catalytic converter.
By 1979 a new stage in the history of Honda was underway as they became the first Japanese automobile manufacturer to open a production facility in the U.S. 1982 saw the Accord being built at the brand new Marysville, Ohio manufacturing facility. Many of these cars would soon find their way onto the streets of Frisco and Lewisville. In 1984 the Honda CRX-HF would be the first car in the world to reach an EPA rating of 50 mpg.
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