Vous êtes sur la page 1sur 1



Turbocharging these days is the most popular option for increasing efficiency and power at the same time. The fourth-generation Garret turbocharger in the 1.6 i-DTEC features a variable nozzle design to enhance efficiency across the rpm range. The turbo fans rotational speed is electronically controlled, resulting in lesser turbo-lag. A maximum boost pressure of 1.5 bar (21.75 psi) helps power output significantly. The Bosch solenoid injection system can operate at a high-pressure of 1,800 bar, translating into quicker injection and better atomisation of the fuel spray. This improves the quality of the air-fuel mixture and in turn reduces emissions while increasing fuel-efficiency. Honda focused extensively on increasing the volumetric efficiency of the cylinders in order to keep emissions to a minimum. This was achieved by using a high intake flow and a high swirl head port controlling the combustion process. This architecture significantly reduces the hot spots in the engine, which increase emissions. Lowering the emissions further is an exhaust gas recirculation (EGR) system capable of operating at low and high pressures. This flexibility significantly reduces the NOx emissions across the driving cycle.

Japanese automaker Honda Motor Company (HMC) recently unveiled the 1.6 l i-DTEC engine, the first from its Earth Dreams Technology portfolio. The engine will be offered initially in the present-generation Civic and will be equipped on other models gradually including the 2013 CR-V. The engine in its present form develops about 118 hp and 300 Nm of torque at 2,000 rpm and is claimed to emit only 94 g/km of CO2. With Honda focusing on diesel engines in India, this engine could soon be seen on the yet to be launched Civic and other larger new models. Honda claims the 1.6 l i-DTEC to be the lightest diesel engine in its class, primarily due to extensive use of aluminium. This unit is lighter by 47 kg compared to the 2.2 l i-DTEC engine. The engine features an aluminium cylinder head joined to an open deck aluminium block. All individual components in the engine have been redesigned to reduce their dimensions and usage of new production techniques have helped reduce weight. Cylinder wall thickness has been reduced by 1 mm to 8 mm in comparison with the 2.2 l engine. Lighter pistons and connecting rods lower the overall

weight further. Reduction of mechanical friction was a key area of focus for Honda and the target was to bring it down to the level of petrol engines. In order to do so, all rotating parts such as the crankshaft and camshaft were optimised. The piston skirt was made shorter and thinner and owing to such developments, the 1.6 i-DTEC has about 40 % less mechanical friction at 1,500 rpm compared to the 2.2 l engine.

High-swirled head port inlet of the 1.6 l i-DTEC engine