VTEC Tunerz

New Honda CRX

2006-12-02T06:44:00.000-08:00

While Honda thinks about reintroducing one of its most glorious models, we can't help but blurt out our full support, - this is a no-brainer, guys.

The CRX was brilliant when Honda developed it almost 20 years ago, and the tearaway combination of light and potent hasn't lost its appeal. Honda is believed to be seriously considering developing a two-seat sports car with those qualities, using its new Global Small Platform. The car, which Honda insiders are already calling the CRX, could appear in late 2004 or early 2005.

For the Japanese market, the CRX will exist in two forms: an entry-level model with a 1.0-litre DOHC VTEC triple producing appoximately 74 kW (the engine derived from the block used in Honda's Insight hybrid coupé), and a hardcore 1.6-litre DOHC four cylinder engine (also with VTEC) generating 110-115 kW. Not incredible, until you realise that the target weight for the four-cylinder coupé is said to cut under 800 kg. Put it this way - that's 200 kg less than the Mini and 175 kg lighter than an MR2.

This gives the 1.6-litre variant a tidy 7.27 kg/kW ratio in the worst case. By comparison, a 225 kW VXII SS Commodore has a kilogram-to-kilowatt ratio of 7.52. So, if Honda builds it, the little CRX will stand-out quick. Transmissions proposed are a five-speed manual for the 1.0-litre three cylinder, and a six-speed manual for the 1.6-litre. Use of Honda's CVT is said to be under study, but is not yet an official part of the programme.

The new two-seater is small, and information from Honda indicates a wheelbase in the 2250 to 2350 mm range, overall length of less than 3650 mm, width of 1690 mm and height below 1270 mm. This makes it a strictly a two-pew affair.

Mugen Brandishes the 500+hp, 4.0L LM (Legend Max )

2006-11-26T09:53:00.000-08:00

The Tokyo Auto Salon is one of those shows that I always hope to attend, but when the time comes, we never have the time (or more importantly, funds) to actually cover it. Fortunately, a TOV reader (AkiraNSX) did attend the show, and was kind enough to share the following photos and information with us.

Mugen Legend Max
The Study Concept Model "LM (LEGEND MAX)"

This is a "combination of racing technology and tuning philosophy." A Mugen Le Mans V8 engine fitted to a further evolved Mugen Legend M1 equipment package.

Specifications and Equipment

Engine

* Engine name: Mugen MF408S
* Engine type: V8 Naturally Aspirated
* Displacement: 4.0Liters
* Horsepower: over 500ps
* Valvetrain: 32 valves, DOHC

Dimensions

* Overall Length: 4980mm
* Overall Width: 1905mm
* Wheelbase: 2800mm

Wheels and Tires

* Wheel: 18" Alloy (18x9.5JJ)- they look like Mugen NR wheels with a center cap and in a new color
* Tire: 275/35R18

Brakes

* Rotor: 5 slit
* Pad: Type Competition
* Hose: Micro Mesh Brake Lines

Aerodynamics

* Exterior: "Increased Advance Body"

Interior

* Seat: bucket type (front)- not the currently available Mugen bucket seats, these have position adjustments

Color

* Exterior: Firecracker Red
* Interior: Black and Blue

Mugen MF408S engine
Debuting in the 2002 ALMS (American Le Mans Series), this 4 liter V8 engine has seen action every year since then. In 2004, it was used in the JGTC Series by the VEMAC RD408R GT500 class racing machine.

Specs for the MF408S in the VEMAC RD408R

* Layout: 90 degree V8 Naturally Aspirated
* Displacement: 4000cc
* Horsepower: 590hp / 9500rpm
* torque: 383lb/ft / 7500rpm
* Restrictor: 33.4mm x2 or 46.8mm x1
* Clutch: Carbon 4 plate
* length: 559mm
* width: 720mm
* height: 577mm
* weight: 131kg

The photos below show the Legend Max and one photo of some sort of award (sorry, didn't bother to see what award it was) winning Xanthic Prelude, which has their new Tilt Forward hood and an ALL SILVER CARBON (SSG) BODY. The silver Legend is the Legend Modulo Concept, which is basically the RL A-Spec concept with Honda emblems instead of Acura emblems, and it has clear taillight lenses which the A-Spec does not have.

Another car worth looking at, although I didn't get a photo of, is the Doov Legend designed with the BAR Honda 006 F1 car theme, featuring dry carbon aerodynamic parts and grille, on a pearl white body and 18" BBS 360 Challenge-style wheels, which are apparently available through Honda dealers in Japan now as a dealer option for the minivans, complete with the correct 55mm offset. Not mentioned anywhere in the Mugen booth are that the Mugen Legend Max is FR, and the transmission is manual. But you can see the shift lever in the (very poorly shot) photo of the interior. Headlamps and taillamps are from the US spec Acura RL, if you look carefully, you will see the orange lenses in the front and the reflective side markers lit up in the sides of the taillamps.

Honda Sports 4 Concept

2006-11-26T09:35:00.000-08:00

Honda’s Next-Generation Sports Sedan Concept

Honda has unveiled a next-generation sports sedan concept car at Sydney’s Australian International Motor Show.

The Honda Sports 4 Concept points the way to future Honda sports sedans, featuring a sleek, bold exterior with a low-center of gravity and low inertia body.

On the inside is a sports cockpit with futuristic controls laid out for instant “at a glance” recognition and intuitive information displays. The interior is sculpted as a “one form” design from metal, wood and leather.

The Sports 4 features Honda’s renowned Super Handling All-Wheel Drive system coupled with a five-speed sequential shift automatic transmission for outstanding driving pleasure.

The four wheel double-wishbone suspension continues the best traditions of Honda’s sports cars to deliver exceptional road-holding ability.

The four occupants have individual bucket seats and personal “skyroofs” operated from controls on their seats.

Also featuring on Honda’s stand this year is a limited-edition Accord VTi with leather seats, leather steering wheels, front fog lights, rear parking sensors, power steering wheel and metallic paint.

A new feature of the Honda stand is a dedicated F1 section complete with a wall mounted, full size F1 car.

Specifications
Engine
Type: n.a.
Displacement cu in (cc): n.a.
Power bhp (kW) at RPM: n.a.
Torque lb-ft (Nm) at RPM: n.a.
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: ABS, vented disc/disc
Tires F-R: 255/40 R19
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: 178.6 × 72.2 × 53
Weight lb (kg): n.a.
Performance
Acceleration 0-60 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Honda HSC Concept

2006-11-26T09:24:00.000-08:00

The HSC (High-Performance Sports Concept) is a design study combining the ultimate in supercar performance with the interior comfort and handling ease of a daily driver. It features a lightweight body, a compact yet powerful engine and a racing-inspired interior.

The High-Performance Sports Concept features a lightweight 3.5-liter V-6 engine located midship for optimum balance and superior handling. Shifting is accomplished through a unique dial shifter located on the center console or an F-1 style paddle shifter located on the steering wheel.

The HSC features a 4-wheel double wishbone suspension with six-piston caliper Brembo disc brakes on each wheel. Five-spoke forged aluminum alloy racing wheels are shod with 245/35ZR19 tires in front and 295/30ZR20 tires in the rear.

The HSC body is composed of carbon fiber panels over an all-aluminum unit body frame. Short overhangs and a 104.7-inch wheelbase maximize handling and agility.

The cockpit is rounded and sleek for an aggressive look as well as increased visibility. A clear glass engine cover, located behind the cockpit, shows off the engine. The lower body boasts a low waistline, rectangular air intakes on both sides, curvaceous fenders, scissor-style doors and sharp lines that leave no doubt to the concept's sporty nature.

The wedge-shaped front fascia includes large, lower air ducts, projector-style HID headlamps and smooth lines for enhanced aerodynamics. In the rear, high-illumination LEDs are incorporated into the taillight housing for a visibility-enhancing three-dimensional design. Dual exhaust tips are integrated into the bumper and a rearview camera, located next to the taillights, transmits the view behind the car to the driver via the navigation system tilt-up screen when the concept shifts into reverse.

Inside, the concept features a race inspired cockpit with black nubuck leather trim and anodized aluminum accents on the door panels, center console, steering wheel and meter housings. Dual gauge clusters feature a tachometer/shift meter on the left and an analog/digital speedometer on the right. A thick, leather-wrapped performance steering wheel and aluminum foot pedals offer increased road feedback and precise control.

Honda recently confirmed HSC as the basis for its next generation supercar, the car to replace the fabled NSX.
Specifications
Engine
Type: V6
Displacement cu in (cc): 214 (3500)
Power bhp (kW) at RPM: 300(220) / n.a.
Torque lb-ft (Nm) at RPM: n.a.
Redline at RPM: n.a.
Brakes & Tires
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: 245/35 ZR19 - 295/30 ZR20
Exterior Dimensions & Weight
Length × Width × Height in: n.a.
Weight lb (kg): n.a.
Performance
Acceleration 0-62 mph s: n.a.
Top Speed mph (km/h): n.a.
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Honda Center officialy unveiled

2006-11-26T07:47:00.000-08:00

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Amid screeching tires from an Indy Car driven by Danica Patrick, booming pyrotechnics and colorful confetti, Southern California's premier entertainment and sports venue became Honda Center today.

The name change was made official by executives from Anaheim Arena Management, LLC (AAM), the management company of Honda Center, and American Honda Motor Co., Inc. during a ceremony in the arena parking lot. Danica Patrick, 2005 IndyCar Rookie of the Year and driver of the #16 Rahal Letterman Dallara Honda, made a stunning entrance in her IRL race car. At the podium were Henry and Susan Samueli, owners of AAM and the Anaheim Ducks; arena President and CEO Tim Ryan; American Honda Senior Vice President, Auto Operations John Mendel and Anaheim Mayor Curt Pringle.

"We are thrilled to welcome American Honda Motor Company into our family and to have their name on our first-class venue," said Ryan. "As a long-time member of the Southern California community, Honda will be a tremendous partner. Honda is dedicated to supporting our community, our fans and our vision of hosting simply the best in sports and entertainment."

The arena naming-rights deal is the first such agreement for Honda and the first name change for the 13-year-old venue. The agreement, which has an initial term of 15 years with the opportunity for a 10-year extension, was originally announced on July 19 by AAM and Honda.

"This amazing venue is in Honda's very own backyard, where our associates work, live and play, and it is an important sales market for us," said Mendel. "The naming of Honda Center grants us the opportunity to increase Honda's involvement with the community that has welcomed us with open arms for more than 40 years."

Unveiled today during the fanfare was a Honda Center logo on the southeast corner of the arena, measuring approximately 74.5 feet wide by 20 feet tall. It is one of four corner signs that will be visible to passengers traveling in more than 95 million cars annually on Katella Avenue and the Orange Freeway (57). (Source: CalTrans and City of Anaheim) From the air, a Honda Center sign measuring approximately 157 feet wide and 24 feet tall will be visible on the roof of the arena. All signs will be illuminated at night.

The logo features the red corporate "Honda" logo and the word "Center" in gray.

In addition to the building signage, fans will notice Honda product displays at events, branding on the two arena marquees, in-arena graphics on the video boards and a new web site at www.hondacenter.com.

Fans will also benefit from the new partnership with promotions at events and in the local marketplace.

"One lucky fan will win a 2007 Honda Element at the Anaheim Ducks season opener on October 6 when we face our crosstown rivals, the LA Kings," said Ryan. "This is just the beginning of creative ideas that we are discussing with Honda."

Financial terms of the deal were not disclosed, per company policy for both AAM and Honda.

This is the second big change for the arena this year, as the Mighty Ducks became the Anaheim Ducks on June 22 and unveiled a new logo and new colors.

# # #

About Honda Center
Honda Center is the premier entertainment and sports venue in Southern California. Owned by the City of Anaheim and operated by Anaheim Arena Management, LLC, the arena opened in June of 1993. The National Hockey League's Anaheim Ducks have called the arena home since their inaugural season in the fall of 1993. In addition to Ducks games each year, Honda Center hosts sporting events such as the annual John R. Wooden Classic and Professional Bull Riders, concerts by top performers including U2, Paul McCartney and the Eagles, and family shows like Stars On Ice, Ringling Bros. and Barnum & Bailey Circus and the Harlem Globetrotters.

About American Honda Motor Co., Inc.
Honda is one of the world's leading producers of mobility products including its diverse line-up of automobiles, motorcycles and ATVs, power products, marine engines and personal watercraft. Honda is the world's preeminent engine-maker, with annual worldwide production of more than 21 million engines. Honda began operations in North America in 1959 with the establishment of American Honda Motor Co., Inc., Honda's first overseas subsidiary. Honda now employs more than 28,000 Americans in the design, manufacture and marketing of its products in America. Honda currently builds products in 14 manufacturing plants in North America, with three major R&D centers in the U.S.

Honda Demonstrates the FCX Concept Vehicle

2006-11-10T05:38:00.000-08:00

Honda Motor Co., Ltd. today held a demonstration drive of the next-generation FCX Concept fuel cell vehicle. The FCX Concept features a newly developed compact, high-efficiency Honda FC Stack as well as a low-floor, low-riding, short-nose body. It offers a comfortably large cabin and futuristic styling along with significant improvements in power output and environmental performance. Limited marketing of a totally new fuel cell vehicle based on this concept model is to begin in 2008 in Japan and the U.S.

To meet Honda objectives for significant gains in both environmental and driving performance, the FCX Concept is equipped with a V Flow¹ fuel cell platform consisting of a compact, high-efficiency fuel cell stack arranged in an innovative center-tunnel layout. This has allowed designers to create an elegant, low-riding, sedan form that would have been difficult to achieve in a conventional fuel cell vehicle. This new fuel cell stack is 20 percent smaller and 30 percent lighter than the current FCX FC Stack, yet its power output is 14kW greater. The drive motor has been positioned coaxially with the gearbox for a more compact design, with output increased by 15kW. Overall, the power plant is about 180kg lighter than that of the current FCX and about 40 percent smaller in volume. The result is improved energy efficiency and performance along with a more spacious interior.

While with previous fuel cell stacks the hydrogen and the water formed in electricity generation flowed horizontally, the new FCX Concept features vertical-flow design. This allows gravity to assist in discharging the water that is produced, resulting in a major improvement in water drainage, key to high-efficiency fuel stack performance. The result is stable power generation under a broad range of conditions, and higher output from a smaller package. Low-temperature startup has also been significantly improved, enabling cold-weather starts at temperatures 10^oC lower than the current FCX -- as low as minus 30^oC.

As an auxiliary power source, the FCX Concept carries a compact, high-efficiency lithium ion battery, contributing to increased power output and a more compact power plant. These efficiency improvements to major power plant components give the vehicle a travel range approximately 30 percent greater than the current FCX. The vehicle is also highly efficient, with an energy efficiency of around 60 percent -- approximately three times that of a gasoline-engine vehicle, twice that of a hybrid vehicle, and 10 percent better than the current FCX.

Other features include seat upholstery and door linings made from Honda Bio Fabric, a plant-based material that offers outstanding durability and resistance to sunlight damage. Other improvements such as Shift-by-Wire and a newly designed instrument panel with easy-to-read display of hydrogen fuel consumption facilitate improved ease of operation.

The new fuel cell vehicle currently under development for release in 2008, will feature the principle technologies of the FCX Concept to achieve a new dimension in environmentally friendly driving pleasure not found with gasoline-engine vehicles.

Stack Layout Comparison


New stack layout (hydrogen and water flow vertically)	Previous stack layout (hydrogen and water flow horizontally)

Specifications

Number of passengers		4
Motor	Max. Output	95kW (129PS)
	Max. Torque	256N . m (26.1kg . m)
	Type	AC synchronous motor (Honda mfg.)
Fuel Cell Stack	Type	PEFC(proton exchange membrane fuel cell, Honda mfg.)
Fuel Cell Stack	Output	100kW
Fuel	Type	Compressed hydrogen
	Storage	High-pressure hydrogen tank (350atm)
	Tank Capacity	171l
Dimensions (L x W x H)		4,760 x 1,865 x 1,445mm
Max. Speed		160km/h
Energy Storage		Lithium Ion Battery
Vehicle Range*		570km

Popularly equipped Accord Special Edition V6 Sedan debuts for 2007

2006-11-10T05:28:00.000-08:00

The Honda Accord has long been Honda's best selling vehicle, continually winning high praise and numerous awards year after year. While the current Accord is more luxurious than ever, it has stayed true to its original mission as a practical automobile that combines economy and value with sporty style and spirited performance.

In the 2006 model year, the entire Accord line-up was improved with a significant minor model change including interior and exterior improvements, as well as more powerful engines. For 2007, a new Special Edition sedan makes debuts with a long list of popular features. The Accord Special Edition V6 Sedan provides a high-value feature package with 17-inch Alloy wheels, rear disc brakes, steering wheel audio controls, 6-disc CD changer, and an anti-theft alarm system. As with previous Special Edition trim levels, these added features represent a significant value without a significantly increased price. Also, like all V6 Accords, the V6 Special Edition is equipped with Vehicle Stability Assist(TM) (VSA(R)) as standard equipment.

"The new Accord SE V6 Sedan adds an all-new, 'just right' trim level to the Accord line-up," said John Mendel, senior vice president of American Honda Motor Co., Inc. "The popular features represent a great value to Honda customers."

Honda offers a wider array of Accords than ever before. In addition to the innovative Accord Hybrid, the Accord is available in various trim levels of 4-cylinder and 6-cylinder Coupes and Sedans. All 4-cylinder models come standard with a 5-speed manual transmission and are available with a smooth shifting 5-speed automatic transmission. Accord V6 models are equipped with a standard 5-speed automatic transmission, while the Accord EX V6 Sedan and Coupe are available with a sporty, short-throw 6-speed manual transmission.

In keeping with Honda's industry-leading "Safety for Everyone" initiative, all 2007 Accords come equipped with a comprehensive list of advanced safety features including dual-stage front airbags (SRS), front side airbags with passenger's side Occupant Position Detection System (OPDS), side curtain airbags, Anti-lock Brake System (ABS) and daytime running lights. The Accord earns a 5-star frontal impact rating from the federal government.

All Accord models feature a long list of standard features including tilt and telescoping steering wheel, AM/FM stereo with CD player, power windows, LED instrumentation and advanced emissions technology. All EX models add a 6-disc CD changer, alloy wheels, power moonroof and power driver's seat with adjustable lumbar support.

Turbocharged 2007 Acura RDX Blends Style, Luxury, Utility and Super Handling All-Wheel Drive(TM) (SH-AWD(TM)) in a Technologically Advanced Vehicle

2006-11-10T05:24:00.000-08:00

The sport-luxury SUV marketplace is in an exciting state of evolution. With the arrival of Acura's new RDX 5-passenger Entry Premium SUV, this emerging market segment gets a decidedly "connected" spin. Not only does this all-new SUV combine the immediate response of Acura's first-ever turbocharged engine and the agile control of Super Handling All-Wheel Drive(TM) (SH-AWD(TM)), the RDX puts state-of-the-art communications, navigation and audio entertainment at the driver's fingertips. And the RDX delivers it all in keeping with Acura's long-established tradition of respect for crisp, contemporary styling and simple, intuitive operation that adds to the driving experience.

"The all-new RDX is an exciting entry to the Acura light truck lineup for 2007", said Dick Colliver, vice president sales, "The RDX's innovative powertrain coupled with SH-AWD provides this SUV with outstanding performance."

The RDX is aimed at high-energy urbanites that spend the workweek in the confines of the city, and then decompress on the weekends by getting away from it all. Regardless of where they go, these drivers expect the ultimate in responsiveness, control and adaptability. In the RDX, they get it.

Built on a new global light truck platform, the RDX concept was initiated in California and then developed in Japan. Besides featuring precedent-setting engineering features including Acura's first turbocharged and intercooled engine and the first adaptation of the SH-AWD(TM) system to an SUV, the RDX also offers Acura's first standard 18-inch wheels and tires.

True to form for Acura, the RDX incorporates a class-leading array of sophisticated electronic technologies that are seamlessly integrated to keep its passengers informed, entertained and in touch. The RDX also introduces safety technologies based on the fundamentals of Acura's "Safety Through Innovation" initiative.

As Acura's first Entry Premium SUV, the RDX was the focal point of the development of a special powertrain that would blend 4-cylinder efficiency and 6-cylinder power. The ideal solution came in the form of an innovative new Variable Flow Turbo (VFT) that delivers an unusually broad powerband with little or no lag in throttle response. The RDX is equipped with an all new 2.3-liter DOHC 16-valve in-line four-cylinder engine with i-VTEC valve control that combines Variable Valve Timing and Lift Electronic Control (VTEC) with Variable Timing Control (VTC). With the Variable Flow Turbo working in concert with i-VTEC, the RDX delivers strong power and torque, excellent fuel economy and very low emissions.

Rated output for the RDX engine is 240 horsepower SAE net* at 6000 rpm. In terms of torque, the RDX has the highest output of any engine in the Acura lineup, with 260 lbs.-ft. of torque SAE net* at 4500 rpm. The RDX is expected to return an EPA certified 19/23** City/Highway mileage, while meeting strict CARB LEV-2 ULEV and EPA Tier-2 Bin-5 emissions standards.

A 5-speed automatic transmission with Sequential SportShift is standard. The electronically controlled drive-by-wire throttle and transmission work together to execute shifts, resulting in exceptionally quick and smooth gear changes. The transmission can function as a conventional automatic transmission or, at the driver's option, can be shifted manually via steering-wheel-mounted paddles.

SH-AWD(TM) is standard in the RDX to maximize available traction while improving handling balance and responsiveness. SH-AWD(TM) is Acura's patented all-wheel drive system that distributes the optimum amount of torque not only between the front and rear axles but also between the left and right rear wheels. The system's direct yaw control helps reduce understeer to enhance steering accuracy and add to total cornering power. Responsive handling is further aided by fully independent front and rear suspensions.

The MacPherson strut front and multi-link rear suspension systems are tuned for compliant control, and assisted with front and rear anti-roll bars for flatter cornering. Standard Vehicle Stability Assist (VSA(R)) with traction control further enhances controllability and grip.

The RDX exterior styling further emphasizes the SUV's sporty athleticism. It has a taut, muscular presence with standard 18-inch wheels and tires that work together with large wheel arches, aggressively raked body sides, a steeply raked windscreen and a short rear overhang. A unique rear hatch, finished with a replaceable panel to reduce the cost of accident repair, allows the rear of the body to smoothly transition to the rear bumper. This permits a more custom look and also eases the act of loading and unloading cargo.

Inside the RDX, the front-seats feature a high "eye point" that provides a confident field of view. The 3-passenger rear seat has a 60/40 split-folding capability and, when folded flat, significantly expands the load area and increases the cargo volume to 60.6 cubic feet of storage. There are multiple interior storage compartments positioned throughout the interior, including a large (and lockable) dual-level center console located conveniently between the front seats that can securely accommodate a briefcase.

The RDX features an array of electronic features that set it apart from the competition. These include a dual-zone automatic climate control system, a Multi-Information Display (MID), and LED backlit gauges with progressive illumination. Also standard is an impressive 360-watt 7-speaker Acura Premium Sound System with a multi-format 6-disc changer, AM/FM tuner, XM(R) Satellite Radio, and the convenience of an M`P3/auxiliary input jack for easily connecting audio devices such as an iPod(R).

Just one optional package is offered on the RDX. The Technology Package heightens the RDX's appeal to technology-savvy customers with a range of advanced features. The centerpiece is a 10-speaker Acura/ELS Surround(TM) Premium Sound System designed by legendary recording engineer Elliott Scheiner.

When playing DVD-Audio discs (DVD-A), this advanced 410-watt system delivers eight discreet audio channels (instead of the usual two) to create an uncannily accurate listening experience. With its multi-format 6-disc DVD-A changer, AM/FM tuner and XM(R) Satellite Radio, the system is as versatile as it is powerful.

The Technology Package also includes several information and communications features such as HandsFreeLink(TM) and Acura Navigation system. HandsFreeLink is a wireless telephone interface that is designed to work with many Bluetooth-enabled mobile phones (sold separately). In addition, the AcuraLink(TM) Satellite Communication System with Real Time Traffic allows for 2-way communication between Acura and the vehicle, providing customers with the latest information specific to their vehicle.

The Acura Navigation System with Voice Recognition(TM) can display up-to-the-minute traffic information including flow, accident, construction and weather conditions on freeways in 31 major metro areas (where available). When the transmission is placed in reverse, the Navigation screen displays the image from a rearview camera to make parking easier. In addition, the AcuraLink(TM) Satellite Communication System with Real Time Traffic allows for 2-way communication between Acura and the vehicle, providing customers with the latest information specific to their vehicle.

Technological leadership also extends to safety engineering. The RDX's Advanced Compatibility Engineering(TM) (ACE(TM)) body structure substantially contributes to passenger safety in frontal collisions. ACE(TM) distributes collision loads through the body structure, leaving the passenger cabin more intact for improved occupant protection. Specially designed frame members make the RDX more compatible with smaller vehicles in the event of a vehicle-to-vehicle frontal collision. Likewise, a specially engineered hood and other components help reduce the chances of pedestrian injury in the event of a collision with the vehicle.

Inside the RDX is a full complement of passive safety features. Key technologies include the latest generation of dual-stage, dual-threshold airbags for the driver and front passenger, plus side airbags for the driver and front passenger and side curtain airbags with a rollover sensor for all outboard occupants. Child-seat mounting systems, LATCH (Lower Anchors and Tethers for Children), allow the quick and secure installation of a child seats.

The RDX will be assembled at Honda of America manufacturing plant in Marysville, Ohio, on the same assembly line as the Acura TL sedan. It is the first Acura light truck to come from the facility.

Like all Acura models, the 2007 RDX is covered by a comprehensive 4-year/50,000 mile bumper-to-bumper limited warranty and a 6-year/70,000 miles powertrain limited warranty. Additional ownership benefits include Acura Total Luxury Care (TLC), which provides free 24-hour roadside assistance, concierge service and trip routing.

For more information about Acura vehicles, please visit www.acura.com. For media inquiries, please go to www.acuranews.com.

Acura 'MD-X Concept' Debuts at New York International Auto Show

2006-11-10T05:17:00.000-08:00

The Acura "MD-X Concept" luxury performance SUV made its world debut today at the 2006 New York International Auto Show featuring bold, sleek exterior styling indicative of the next generation MDX production model.

"Every aspect of the MD-X Concept design conveys performance while still retaining SUV functionality," said John Mendel, senior vice president, auto operations. "The styling signifies a bold direction for the next generation MDX, both in appearance and substance."

The MD-X Concept is fashioned as a true driver's SUV, with its low, wide stance and aggressive design. Its sleek surface lines are modeled after a high-powered megayacht.

The MD-X Concept features a wider track and longer wheelbase that give the vehicle a sportier, performance look. The profile of the concept reveals a refined SUV with smooth, chiseled lines and an elegant form. A dominant character line runs from the front quarter panel to the rear, evoking the feeling of forward movement. The sharply raked D-pillar creates a stealth, aerodynamic appearance while still retaining the third row seating functionality and cargo carrying capability of the current generation MDX.

The Concept sits low to the ground despite the large 20-inch five-spoke custom alloy wheels, while the large wheel arches and flares add to the Concept's muscular appearance. The sleek cabin features flush mounted windshield glass, which improves aerodynamics while adding to the MD-X Concept's smooth and flowing design.

"The smooth lines and sleek shape of the MD-X Concept challenge the conventions of SUV design," said Ricky Hsu, chief designer for the MD-X Concept. "Our goal was to create the image of a sports sedan while maintaining generous interior volume and utility of a SUV."

The front hood is accented with pronounced character lines culminating in an aggressive five-sided grille, which gives the MD-X its bold presence. The commanding front grille features a dominant center bar running through a solid aluminum face. The narrow, Xenon High Intensity Discharge (HID) headlights appear to grow out of the massive grille, giving the overall front-end a strong, distinct look.

"The front end of the MD-X Concept communicates power and prestige," explains Hsu. "We want drivers to do a double-take when the vehicle passes them on the road."

In the rear, the MD-X Concept has an integrated rear hatch, which sits flush against the bumper to create a smooth, clean appearance. LED taillights wrap around the cargo hatch adding to the vehicles wide and low appearance. A rear spoiler improves aerodynamics and the integrated dual exhaust pipes add to the SUV's sporty style.

The next generation MDX production model will be available this fall, bringing a whole new level of performance and sophistication to the Acura light truck lineup. Track-tuned at the famed Nurburging in Germany, the all-new MDX will feature outstanding performance and handling. Equipped with a powerful, class leading V6 engine and coupled with Acura's exclusive Super Handling All -Wheel Drive(TM) (SH-AWD(TM)), the next generation MDX will re-invent the luxury SUV segment just as it did when it first debuted.

Additional Acura information and downloadable high-resolution images are available at www.acuranews.com.

Mugen Fit Spec D at the Tokyo Auto Salon

2006-11-09T03:52:00.000-08:00

I’m pretty impressed by the elegant not too loud bodykit that Mugen has put on the Honda Fit. It looks really great in it’s orange colour too, but what really makes the Mugen Fit Spec D special compared to the other kitted up Honda Fits (Honda Jazz in our markets) out there?

Yup, it’s supercharged. Mugen has already made one pocket rocket Honda Fit previously with their Mugen Fit Dynamite powered by the same Honda K20A engine in it’s Civic Type R and Integras.

This Mugen Fit Spec D runs the same L15A SOHC 1.5 liter engine in the original Honda Fit, but it is equipped with a supercharger just like the Civic Dominator. This results in a nice 145 horsepower harnessed by a 5-speed manual gearbox on a small city car.

The gauges are also new, with the center dial being replaced with a combination of a boost gauge and a digital speedometer. I’m really not sure why one would need such a huge boost gauge. IMHO they should have put the RPM gauge in the middle and the boost gauge on the left.

Mugen Dominator Concept at the Tokyo Auto Salon

2006-11-09T03:24:00.000-08:00

To showcase their upcoming line of Civic accessories, Mugen have released the Dominator Concept. It comes equipped with a domestic version of the JDM K20A Inine-4 that is supercharged to produce to 295 bhp.

While this Civic may look entirely new to some, most of its underlining design comes from Japan's basic dometic model, abeit with a menacing bodykit and custom interior. Mugen have added new flared wheel arches, an over-the-top adjustable wing and an aggressive valances. As a neat touch, the rear door handles are also hidden. Inside, new race seats are fitted along with a sports steering wheel, pedals and gearshift. At the rear there is a centrally located exhaust and surrounding bodywork.

While the new concept version dwarfs the recently released Civic Type-R on almost every level, the it is expected that Mugen will wait to display a production of a similar car until the 2007 Tokyo Motor Show.

TOV Video: Honda Press Conference at 2006 SEMA Show

2006-11-07T14:18:00.000-08:00

Honda Reveals Customized Concepts for Civic, Fit and CR-V at 2006 SEMA Show

2006-11-07T14:01:00.000-08:00

More than 15 Honda project and concept vehicles made worldwide debuts at the 2006 Specialty Equipment Market Association's (SEMA) show in Las Vegas, American Honda Motor Co., Inc., announced today.

Honda revealed a prototype Civic MUGEN Si Sedan equipped with a high performance suspension, aerodynamic body styling and a sport exhaust system. In addition to the MUGEN vehicle, Honda Factory Performance (HFP) showed its new lineup of dealer-installed accessories for the new-for-2007 Honda Civic Si Sedan.

"The Honda Civic MUGEN Si Sedan elevates the already-impressive Civic Si Sedan into new performance territory," said John Mendel, senior vice president of American Honda. "Performance and racing are part of Honda's heritage and the Civic MUGEN Si Sedan along with the rest our vehicles at SEMA demonstrate that passion."

In addition, Honda-customized concept vehicles included the Honda Fit Sport Extreme Concept and Sport Concept CR-V with custom versions of accessory body kits, interior accessories and wheels. A Honda Element-D drift racecar also debuted with a radical powertrain consisting of a 500-horsepower V6 and rear-wheel-drive. Project vehicles built by aftermarket accessory companies on display included numerous Fits, Civics, an S2000 and a customized off-road racing Ridgeline.

Honda's announcements at SEMA coincide with the on-sale date of the new-for-2007 Civic Si Sedan. The Civic Si Sedan embraces the style and performance of the Civic Si Coupe and marks the first time that "Si" performance has become available in a sedan body style. Similar to the existing Civic Si Coupe, the Civic Si Sedan serves as another performance halo for the Civic line-up with a 197-horsepower, 16-valve, DOHC 2.0 liter i-VTEC(R) 4-cylinder engine with an 8,000 rpm redline - all mated to a close-ratio, 6-speed manual transmission and a helical-type, limited slip differential.

Fit Sport Extreme Concept

Envisioned as an entry-level performance car, the scorched Orange Metallic and matte black Fit Sport Extreme Concept features an aerodynamically styled front bumper fascia with carbon fiber components along with HID fog lights and LED daytime running lights. Large fender flares and low, aggressive side skirts accent its ultra-low profile. A rear carbon fiber diffuser with a center exhaust outlet along with an extended rear aero wing helps enhance style and high-speed downforce. The factory Japan Domestic Market (JDM) rear LED taillights and side mirrors with integrated turn signals further accent the high-tech feel of the vehicle. An advanced, track-tuned suspension package lowers the Fit Sport Extreme Concept ride height and enhances the vehicle's handling dynamics. Brembo(R) brake components on all four wheels provide amazing levels of stopping force.

Graphite black wheels (17 inch) incorporate Bridgestone Potenza RE-01R tires (215/45R-17). Interior modifications focus on the creation of a high-tech, performance-oriented driving environment with carbon fiber accents that match the exterior styling. The interior features custom Recaro sport seats with Civic Si-style synthetic suede. A dashboard-mounted prototype portable navigation system accessory is also shown.

Sport Concept CR-V

Following the theme of "urban sport," the Sport Concept CR-V is designed to increase the athletic feel of the already sophisticated CR-V. Highlights include aerodynamically styled front and rear bumpers along with a sports suspension package that lowers the Sport Concept CR-V for a customized presence. Custom 19-inch wheels are shod with Bridgestone Potenza tires (245/45R19). Interior modifications focus on the creation of a high-tech, performance-oriented driving environment with the addition of Civic Si synthetic suede fabric on the seating surfaces. Carbon fiber trim panels further accent the interior. Outside, the Sport Concept CR-V is painted in Agile Blue.

Honda Element-D

The Honda Element-D ("D" for drifting) racecar shows what can happen when enthusiastic Honda associates raid the company parts bin. Built for the racing sport of drifting, the Honda Element-D racecar replaces the stock 4-cylinder/Real Time(TM) 4WD drivetrain with a custom-designed and longitudinally-mounted 3.2-liter Honda V6 and rear-wheel-drive. Producing 500-horsepower, the lightweight twin-turbocharged powerhouse is guaranteed to light up the rear tires and accelerate sideways at full opposite lock. Associates from Honda R&D Americas, Inc., in Ohio plan to campaign the Element-D in the 2007 Formula Drift Series.

Honda Factory Performance Civic Si Sedan Announced

2006-11-07T14:00:00.000-08:00

As a dealer installed accessory, Honda's in-house HFP products carry the same 3-year/36,000 mile bumper-to-bumper warranty as the rest of the vehicle and are designed to genuinely enhance the ownership experience. Similar to the Civic Si Coupe HFP package on sale since spring 2006, the Civic Si Sedan HFP package includes a wide range of performance- and style-enhancing products. High-performance springs reduce ride height by about one-inch and lower the vehicle's roll center. High-performance dampers enhance road handling characteristics and decrease body roll. Larger wheels and tires include 18x7 alloy wheels (plus 1-inch diameter) designed for high-performance 215/40ZR-18 tires (sold separately). A chrome sport muffler emphasizes performance and enhances engine sound. A full aerodynamic body kit (front, sides and rear) further elevates the style quotient of the entire vehicle. Interior and exterior HFP emblems complement the package. The HFP package for the Civic Si Sedan goes on sale in the spring of 2007 with an estimated MSRP of $3,800 plus installation (estimated at 5.6 hours). HFP components can also be purchased individually. American Honda launched its performance accessory program in 2002 with the introduction of a Honda Factory Performance package for the Civic EX Coupe.

Limited Edition Mugen Civic Si Sedan Announced!

2006-11-07T13:56:00.000-08:00

500 lucky people will be able to own a very limited edition Civic Si Sedan prepared by Mugen and sold through dealerships.

From the press release:
The name MUGEN symbolizes Honda performance throughout Asia and around the globe. MUGEN, under license by M-TEC Co., Ltd., of Japan, has been closely associated with Honda for decades in the design and manufacture of racing and premium performance components. The Civic MUGEN Si Sedan draws inspiration from a "Formula Sport" concept, adding an aggressive dimension of performance to the Civic Si Sedan with a track-tuned suspension, aerodynamic body styling and a performance exhaust system. The track tuned suspension, tested at the Twin Ring Motegi racing circuit in Japan, lowers the vehicle by 0.6 inches (15mm) with highly aggressive spring and damper tuning for enhanced handling performance. The full-vehicle aero-package adds a front spoiler and sports grille, side spoilers, a rear diffuser and a rear wing. The lightweight MUGEN forged alloy wheels measure 18x7.5 inches and are shod with high grip 215/40R18 summer tires. The sports exhaust system reduces back pressure from the catalytic converter back resulting in an enhanced power curve. Additional accoutrements include front and rear MUGEN emblems along with a serial number placard on the instrument panel. A spherical 50 mm MUGEN aluminum shift knob replaces the standard aluminum and perforated leather shift knob. Planned for production in a limited quantity of 500 units a year, the Civic MUGEN Si will be available at U.S. Honda dealers starting in spring 2007 with a manufacturer's suggested retail price (MSRP) of less than $30,000 and includes a full factory warranty.

Another press release:
American Honda Motor Co., Inc., today revealed a prototype Civic MUGEN Si Sedan prepared by legendary Honda tuner MUGEN equipped with a high performance suspension, forged aluminum wheels, aerodynamic body styling and a sport exhaust system at the 2006 Specialty Equipment Market Association (SEMA) show. Planned for production in a limited quantity of 500 units a year, the Civic MUGEN Si will be available at U.S. Honda dealers starting in spring 2007 with a manufacturer's suggested retail price of less than $30,000 and a full factory warranty.

"Enthusiasts have equated the name MUGEN with JDM Honda performance for decades, and with the introduction of the Civic Si Sedan, the time is right for the two companies to once again join forces," said John Mendel, senior vice president of American Honda. "A MUGEN-tuned vehicle available directly from the factory provides the ultimate level of performance, quality and refinement in a specially-tuned car."

The track tuned suspension, tested at the Twin Ring Motegi racing circuit in Japan, lowers the vehicle by 0.6 inches with aggressive spring and damper tuning for enhanced handling performance while still maintaining a high level of ride comfort. Compared to the stock Civic Si Sedan, front and rear damping force (both bump and rebound) was increased between 8- and 24-percent (the rate varies depending on condition). Lightweight 16.7-pound 18x7.5-inch forged aluminum wheels (27 percent lighter than the stock 17x7 alloy wheel) and high-grip BFGoodrich(R) g-Force KDW 215/40ZR18 summer tires help to further create MUGEN's rewarding and well-balanced handling performance character.

The full-vehicle aero-package adds a front spoiler with a sports grille (with special MUGEN Si emblem), side spoilers, a rear bumper diffuser and a rear wing. The sports exhaust system reduces exhaust system back pressure from the catalytic converter back, resulting in an enhanced power curve. Additional accoutrements include front and rear MUGEN emblems outside. Inside, a serial number placard is located on the instrument panel along with a spherical 50 mm MUGEN shift knob.

The name MUGEN symbolizes Honda performance throughout Asia and around the globe. MUGEN, under license by M-TEC Co., Ltd., of Japan, has been closely associated with Honda for more than three decades in the design and manufacture of racing and premium aftermarket performance products.

Honda's activities at SEMA coincide with the November 1 on-sale date of the new-for-2007 Civic Si Sedan. The Civic Si Sedan embraces the style and performance of the Civic Si Coupe and marks the first time that "Si" performance has become available in a sedan body style.

Civic MUGEN Si Sedan Prototype Specs:
Ride Height = -0.6 inches (5.3 inches total)
Overall Length = +1.1 inches (177.8 inches total)
Wheels: Forged GP 18x7.5 (pattern 5H-114.3 +48)
Color: Fiji Blue Pearl

i-VTEC

2006-11-07T13:41:00.000-08:00

i-VTEC

i-VTEC (The i stands for intelligent) 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 rpms. The effect is further optimization of torque output, especially at low and midrange RPMs.

For the K-Series motors there are 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 distiguishable 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 venerable 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 Mini Van, 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 engine. This implementation uses very small valve lifts at low rpm and light loads, in combination with large throttle openings (modulated by a drive-by-wire throttle system), to improve fuel economy by reducing pumping losses.

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.

Turbocharged VTEC

2006-11-07T13:40:00.001-08:00

Turbocharged VTEC

For 2007 models, Honda's Acura luxury division announced the RDX crossover SUV which will feature a new turbocharged 2.3 litre inline 4 cylinder i-VTEC engine. Honda has used turbochargers before (previous examples include the Honda City Turbo and City Turbo II).

Advanced VTEC

2006-11-07T13:40:00.000-08:00

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. The Advanced VTEC goes into production models in 3 years.

VTEC in motorcycles

2006-11-07T13:38:00.000-08:00

VTEC in motorcycles

Apart from the Japanese market-only Honda CB400 Super Four Hyper VTEC, introduced in 1999, 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 bike.

My ride

2006-11-06T07:38:00.000-08:00

ok guys and gals, this is my ride, it's a Honda civic SiR II (VTi, B16A2) sedan (EG9) from 1994, and here's my spec list:

modifications:
- S2000-style frontbumper
- wings-style rear bumper
- supra-style wing
- VIS Racing CF hood
- Inxx hood lifts
- APC 3D Retro taillights (titanium finish)
- TSW Razor 17" rims with Sumitomo-rubber
- painted in Arden blue metallic
- parts of interior painted in body color
- parts of interior done with skai
- JDM gauge cluster
- Tenzo R Short Ram air intake
- Supersprint exhaust header 4-2-1
- Supersprint midsection
- cat removed
- Dynamik inox exhaust
- Weitec lowering kit
- Spoon thermostat
- Spoon thermo switch
- Spoon radiator cap
- Arospeed spark plug wires

ICE:
- Clarion DXZ858RMP HU
- Clarion SRR1725 16,5cm 180watt speakers front & back
- Clarion SRM2593 25cm subwoofer 800watt
- Blaupunkt GTA475 4 channel amplifier for the speakers
- Phoenix Gold ZX350 2 channel amplifier for the sub
- Power Cap 1 farad

DOHC VTEC in action

2006-11-01T09:41:00.000-08:00

VTEC misconceptions

2006-11-01T09:33:00.000-08:00

Honda's use of the VTEC technology has lead to some pretty impressive achivements. This results in three camps of people: those that think VTEC is nothing but hype, those that know what VTEC is in terms of its benefits and limitations, and finally, those that think VTEC is the best thing to happen to automobiles since round wheels. Inevitably, misconceptions about VTEC are formed and thrown around. Much of the arguments on such forums as rec.autos.makers.honda is caused by such misconceptions. Here are some rather common ones:

DOHC VTEC engines have low crank torque compared to non VTEC engines of similar power output, and crank torque alone is an important indication of how well an engine will accelerate a car. Therefore the VTEC engine's power rating is not "real".

An engine's crank torque is directly related to how much fuel/air is combusted per engine cycle. For normally aspirated engines, this means that increasing the displacement size will usually result in increased crank torque. For forced induction engines, the effective displacement is larger than the numerical displacement since the air is pre-compressed before it is forced into the engine. Unlike increased displacement or forced induction, the VTEC system optimizes engine breathing at high RPMs to increase power. Therefore, a VTEC engine's displacement is the smallest of the three methods of increasing power output. And since crank torque is limited by displacement, a VTEC engine's crank torque output is smaller compared to non-VTEC engines of similar power output level.

But this doesn't mean that a VTEC engine's HP is somehow worth less. In fact, Honda automobiles equipped with VTEC engines have performance numbers that agrees with the tried and true power-to-weight-ratio method of estimating acceleration performance. People hold this misconception because they have a fundamental lack of understanding of the relationship between crank torque, horse power, and acceleration. Crank torque by itself is meaningless in determining the engine's ability to accelerate the car. This is because the crank torque is multiplied by the gearing and final drive ratio before it is converted to forward thrust. And physics dictates that an engine putting out 160HP absolutely will provide more forward thrust than a 150HP engine, regardless of what crank torque the two engines have, assuming similar transmission efficiency and optimal gearing for both cars. This is plain high school physics. Unless someone can prove that the laws of thermodynamics and Newtonian physics are false, there is no way around this fact.

There is some significance to the shape of the crank torque curve, however. When drag racing a car, it is desired to have a bit of initial wheel spin, and then have the tire hook up with the ground. A torque curve with a peak early in the RPM range and then tapers off as RPMs rise is well suited to this purpose. This is why big displacement American muscle cars are so good at drag racing. VTEC engines, on the other hand, have very smooth gradually rising torque curves. The initial wheel spin, therefore, is harder to achive. And after the initial wheel spin gets going, the level torque curve means that very precise clutch and gas pedal control is needed to allow the drive wheels to regain traction while maintaining maximum acceleration. This is why VTEC engines are more difficult to launch off the line than large displacement muscle car engines.

VTEC only works in high RPMs, therefore a VTEC car is just like a non-VTEC car at low RPMs. And since most people drive at low RPMs most of the time, VTEC is a waste of money.

How does it work?

2006-11-01T09:26:00.000-08:00

DOHC VTEC

Honda first introduced the DOHC VTEC mechanism in the US on the 1990 Acura NSX. But a year earlier in 1989, the Japan Domestic Market got the world's first dose of DOHC VTEC in the 1989-1993 generation of the Honda Integra. The 1989 DA6 Honda Integra RSi/XSi used a 160ps variant of the B16A DOHC VTEC engine. Honda enthusiasts would recongnize the B16A engine since it is currently used in the 1999 and 2000 US-spec Civic Si and Canada-spec Civic SiR. However the B16A used in the current Civics is a second version of the original B16A. The main difference is that the newer US-spec B16A has slightly more power at 160hp.

Okay that's enough history. Lets see how DOHC VTEC works. The figure to the right shows a simplified representation of a intake-valve VTEC mechanism (the exhaust mechanisms work similarly). So for each pair of valves, there are three cam lobes. The two on the outside are low RPM lobes and the one in the middle is the high RPM lobe. The two low RPM lobes actuate the two valve rockers, which in turn pushes the valves open. The high RPM lobe actuates a follower, which is shaped like a valve rocker, but doesn't actuate any valves. The figures show the circular section of the cam lobes touching the valve rockers, and the eliptical section pointing away. Thus the valves are closed in this stage.

During low RPM operations, the two outer cam lobes directly actuates the two valve rockers. These low PRM lobes are optimized for smooth operation and low fuel consumption. The high RPM lobe actuates the follower. But since the follower isn't connected to anything, it doesn't cause anything to happen. This procss is illustrated by the figure to the right.

At high RPMs, oil pressure pushes a metal pin through the valve rockers and the follower, effectively binding the three pieces into one. And since the high RPM lobe pushes out further than the low RPM lobes, the two valve rockers now follow the the profile of the high RPM lobe. The high RPM lobe's profile is designed to open the valves open wider, and for a longer duration of time, thus allowing more fuel/air mixture to enter the cylinder. The improved breathing allows the engine to sustain its torque output as RPM rises, thus resulting in higher power output

That is basically how VTEC works. The picture to the right is a picture of an actual DOHC VTEC engine. Note that there are two cam shafts, one for the intake valves and one for the exhaust valves. For each pair of valves, notice that there are three cam lobes: two cam lobes on the outside, and one cam lobe in the middle.

As I've said before. The VTEC mechanism is nothing spectacular. DOHC VTEC is the most ambitious of all VTEC varieties in terms of specific output (except for the up coming VTEC-i). Yet as you can see, the implementation is elegantly simple. VTEC is Honda's solution to the design goal of improving engine breathing at high RPMs while retaining smooth and economical operation at low RPMs. DOHC VTEC technology is currently used in the 160HP Civic Si, 170HP Integra GS-R, 195HP Integra Type-R, 200HP Prelude base/Type-SH, 240HP S2000 and the venerable 290HP Acura NSX. And these are just the US-spec cars. Saying that VTEC is a successful design is an understatement.

SOHC VTEC

After the sucess of DOHC VTEC engines, Honda became increasingly confident with the use of VTEC technology. It has proven to be a reliable and economical alternative to increasing displacement or using forced induction. Honda decided to apply VTEC technology to a larger segment of the market with the introduction of the SOHC VTEC system. Like its DOHC counterpart, SOHC VTEC optimizes the flow of fuel/air mixture for high RPM operation while maintaining smooth and economical low RPM operation. But due to its simpler design and humbler performance intentions, its specific output is not as high DOHC VTEC engines.

In a SOHC engine, there is a single camshaft per bank of cylinders. So both the exhaust and intake cam lobes are on the same camshaft. The figure to the right illustrates this design. The three cam lobes in the middle are the intake cam lobes. The two low RPM lobes actuate two valve rockers, which in turn pushes the intake valves open. The high RPM lobe actuates a follower, which is shaped like a valve rocker, but doesn't actuate any valves. While there are different intake cam lobes for high and low RPM operation, the same two exhaust cam lobes are used for all RPMs. The lack of cam profile changing for exhaust valves is the primary difference between DOHC VTEC and SOHC VTEC engines. Since the exhaust valves in a SOHC VTEC engine behaves just like a non VTEC engine, only the intake valves will be discussed below.

During low RPM operations, the two outer intake cam lobes directly actuates the two valve rockers. These low PRM intake lobes are optimized for smooth operation and low fuel consumption. The high RPM intake lobe actuates the follower. But since the follower isn't connected to anything, it doesn't cause anything to happen. This procss is illustrated by the figure to the right.

At high RPMs, oil pressure pushes a metal pin through the valve rockers and the follower, effectively binding the three pieces into one. And since the high RPM lobe pushes out further than the low RPM lobes, the two valve rockers now follow the the profile of the high RPM lobe. The high RPM lobe's profile is designed to open the valves open wider, and for a longer duration of time, thus allowing more fuel/air mixture to enter the cylinder. The improved breathing allows the engine to sustain its torque output as RPM rises, thus resulting in higher power output

The SOHC VTEC is a system that achieves mild power gains. Usually, SOHC VTEC engines gives about as much power as DOHC non-VTEC engines of similar displacement. Whether or not the added complexity of the VTEC mechanism off-sets the simplicity of SOHC (versus DOHC) is up for debate. SOHC VTEC is currently found on the Civic EX, Accord LX/EX/V6, Odyssey LX/EX, Acura TL, CL, and CL Type-S.

SOHC VTEC-E

VTEC-E is a twist on the regular VTEC mechanism. Whereas VTEC's purpose can be more or less summarized as: extracting high RPM performance while maintaining smooth low RPM operation, VTEC-E can be summarized as: allow extremely lean fuel-air mixture at low RPMs in order to increase fuel economy. In other words, VTEC technology is used to optimize different ends of the RPM range in the two different implementations

First, some background information. Fuel is mixed with air and then combusted in cylinders to make torque. How much torque is generated is affected directly by how much and how well the fuel and air are mixed together. Less fuel and more air is called a "lean" mixture, the opposite is called a "rich" mixture. For low RPMs, a normal engine's intake charge velocity is low enough that the fuel and air are not mixed together very well. To make up for the sub-optimal mixing effect, a slightly rich fuel/air mixture (more fuel) is needed to maintain smooth operation. VTEC-E artificially increases the intake charge velocity, which creates a swirling effect inside the cylinder. This promotes a very good mixture of the fuel and air, thus allowing a lean fuel/air mixture to be used. The result of this is great fuel economy when running at low RPMs. Indeed, the current Civic HX, a 2400lb coupe, is capable of 37cty/44hwy fuel economy from a 115hp 1.6L VTEC-E engine. Now lets see how VTEC-E works in detail.

Unlike regular VTEC mechanisms, there aren't any extra cam lobes in a VTEC-E engine. So each pair of valves works off of exactly two cam lobes. Since VTEC-E merely increases the low RPM intake charge velocity, it is a mechanism that only affects the operation of the intake valves. VTEC-E is found only in SOHC engines due to its economical intentions. All this means that we only have to look at the two intake cam lobes and the associated rocker arms and valves in order to gain a full understanding of VTEC-E.

A non-VTEC-E engine normally has one single cam profile for the intake valves. A VTEC-E engine has two different intake cam profiles. At low RPMs, each intake valve works from its own intake cam profile. One of the intake cam profiles is very normal looking. The other one, however, is almost perfectly round, with just enough profile to it so that it pushes the valve open just enough to avoid pooling of fuel above the valve lip. Therefore at low RPM, only one intake valve is opening and closing. Most of the intake fuel and air are squeezed through this one valve, resulting in a good swirling effect in the cylinder. The swirling effect optimizes the fuel/air mixture, thus allowing a very lean mixture to be used.

As the RPMs increase, the demand for more fuel/air rises as well. Once a certain RPM is reached (approximately 2500RPM for the Civic HX), the one-intake-valve configuration starts to become a significant intake restriction. At this time, a solid pin is pushed through the two intake valve rocker arms, thus binding the two rocker arms into a single unit. This causes both intake valves to open and close according to the normal cam profile, while the almost-round cam profile is no longer used.

VTEC-E is some times confused to be just another high-RPM optimizing mechanism like other VTEC variants. And there is some truth to this: since only one intake valve is used at low RPMs, the one normal cam lobe is made to open that one valve slightly taller and for longer duration than if both intake valves are used. At higher RPMs, both valves follow this same cam lobe so they are both opened slightly taller and for longer duration. This results in a slight improvement in high RPM breathing compared to non-VTEC-E engines and thus slightly more power. This is evident by comparing the Civic DX and Civic HX engine. The two engines are essentially the same except for the VTEC-E in the Civic HX. But the Civic HX's VTEC-E mechanism results in 115hp, versus 106hp from the Civic DX. So the Civic HX has more power in addition to better fuel economy. But make no mistake, VTEC-E is designed with economy as the primary goal, not power output.

3 STAGE VTEC

All the work Honda has done on the VTEC mechanism are combined to make the 3-Stage VTEC system. It is not a rumor, the engine exists: D15B. The engine is used in Honda Civics in Europe and Japan. In short, it combines VTEC-E and SOHC VTEC to get both extraordinarily good RPM fuel economy, and excellent high RPM power. The D15B is a 1.5L engine that is capable of about 54mpg and is rated for about 128HP. There is no other engine that can boast such combination of good fuel economy and power output. To understand how it works, it is recommended that the reader becomes familiar with the DOHC VTEC, SOHC VTEC, and SOHC VTEC-E mechanisms. This article assumes as such.

Looking at Stage 1 above, we see that both intake valve rockers operate independently. And at this low RPM, only one intake valve opens and closes since the other intake valve follows an almost-round cam profile. The almost-round cam profile is designed to open the valve just tall enough to avoid pooling of fuel above the valve. This mechanism is just like the low-RPM operation of the VTEC-E mechanism, resulting in great low-RPM fuel economy.

Stage 2 in the illustration shows the mid-RPM range operation. Starting at about 2500 RPM, the first oil pressure is applied, pusing a pin to lock the two intake valve rocker arms together. Both valves now follow the same low RPM cam profile in their operation. Thus far the operation has just been like a normal VTEC-E mechanism.

In Stage 2 above, the second oil pressure is applied at about 4500 RPM. The second oil pressure pushes another pin through the valve rocker arms and a cam follower that is between the two valve rocker arms. The cam follower operates from the high RPM cam lobe so now both intake valves follow the high RPM cam profile. This is like the high RPM section of an SOHC VTEC engine.

As seen from the power curve graph, each of the three stages has a distinct curve. And by choosing the switch-over points correctly, the optimal portions for the three stages can be combined into one curve. This level of low and high RPM optimization is unavailable from any other mass produced commercial engine.

It seems that combination of VTEC technologies is where the future lies for Honda engines. Already we are seeing this in mass produced US-spec Hondas: the J30A1 V6 used in Honda Accord V6s has a hybrid VTEC-E and SOHC VTEC system, though not a three-stage system like above. In this system, Stage 2 is not implemented. Only Stage 1 and Stage 3 are used: one intake valves open at low RPM, both intake valves open taller and for longer duration at high RPM.

Why do i want VTEC?

2006-11-01T09:24:00.000-08:00

VTEC, like most things in life, is not for everyone. To decide whether VTEC is for you or not, here are the pros and cons.

Pros

The main benefit of VTEC is that the resulting engine is very versatile. The torque curve is very flat: among the flatest of all the engines on the market. Thus where other engines are running out of breath, a VTEC engine maintains a nice and steady output of torque, making the whole RPM range usable for acceleration. So when you are just driving around at a reasonable pace, the car is very smooth and fuel consumption is similar to other engines of the same displacement. When you need more power for passing, all you have to do is down shift and take advantage of the extra power available at the higher RPMs. So you get the smoothness and fuel efficiency of a small economical engine when you drive a low RPMs, and the power output of a much larger engine at high RPMs.

Due to the greater range of usable RPMs, shorter gears can be used. Thus for any given speed or engine RPM, a VTEC engine will allow for a larger ratio multiplier, resulting in more wheel torque. Thus the benefit of the VTEC technology in terms of acceleration improvement also affects low RPM operation.

Since VTEC creates more power without increasing displacement, the engine is likely to be smaller and lighter.

Cons

A vehicle achives its greatest acceleration by keeping the engine RPM as close to the HP peak as possible. And for DOHC VTEC engines, this means keeping the needle at some rather lofty RPMs, and more frequent shifts to keep the RPMs up. To some people, including yours truely, this is a desirable trait: lots of driver involvement in the process of extracting excellent performance. To others, especially those accustomed to the Kansas-flat HP curves of muscle cars, the high RPM and frequent shifts become bothersome.

For a good launch off the line, such as at the start of a drag race, a certain amount of tire spin is desired. Muscle cars have torque peaks at low RPMs, and then taper off as the RPM builds. This is perfect for drag racing as the initial torque peak generates the desired tire spin, and then the lower torque at higher RPMs allow the tire to find and maintain grip. But DOHC VTEC's torque curve is very flat, so the initial tire slip is much harder to generate. And once the tire looses traction, the flat torque curve makes it hard for the spinning wheels to find traction. So to properly launch a DOHC VTEC car, the driver must slip the clutch at high RPMs to generate the initial tire spin, and then carefully modulate the clutch and gas to regain drive wheel traction while maintaining maximum acceleration.

Even though Honda's VTEC engines has lived up to the legendary reliability of Honda products, the fact remains that having the VTEC mechanism adds complexity and cost.

What's VTEC?

2006-11-01T09:07:00.000-08:00

VTEC is an acronym for Variable valve Timing and lift Electronic Control. It is a mechanism for optimizing air/fuel mixture flow through the engine.

An internal combustion engine converts the chemical energy stored in fuel into thermal energy. The increased thermal energy within a cylinder causes the pressure to build. This pressure acts on the pistons and the result is a mechanical force rotating the crankshaft. This mechanical force is measured as crank torque. The ability for the engine to sustain a certain level of crank torque at a certain RPM is measured as Power. Power is the rate at which the engine can do work. This conversion process is not 100% efficient. In fact, only about 30% of the energy stored in the fuel is actually converted into mechanical energy.

Physics says that for a given efficiency level, a higher rate of fuel consumption is needed for the engine to generate power. So it becomes obvious that if you want more power, you need to increase the rate of fuel combustion. One way to achive this goal is to have a bigger engine. A bigger engine with larger cylinders will be able to combust more fuel per rotation than a smaller engine. Another method is to pre-presurize the fuel/air mixture and cram it into an existing engine size. Thus even though the cylinder size stays the same, more fuel is combusted per rotation. This second method is referred to as forced induction.

Honda chose to explore another method: keep the engine size the same, but turn the engine faster to consume more fuel. Here is an analogy: You want to move foam peanuts from one bucket to another with a cup. You can increase the size of your cup, compress/cram as much peanuts as possible into the cup each time, or you can just move the cup faster. All three methods moves more peanuts. Honda uses the last method. And again, more fuel combusted equals more power generated by the engine.

As the engine speed is increased, more air/fuel mixture needs to be "inhaled" and "exhaled" by the engine. Thus to sustain high engine speeds, the intake and exhaust valves needs to open nice and wide. Otherwise you have what is akin to athsma: can't get enough air/fuel due to restrictions.

If high speed operation is all we have to worry about, Honda wouldn't need to implement VTEC. Indeed, race engines that operate mostly at high rpms do not utilize any mechanism like VTEC. But street cars used for daily driving spend most of their time with the engine at low RPMs. Valves that open wide for high RPM operation contributes to rough operation and poor fuel economy at low RPMs. These undesirable traits are directly against Honda's design goals.

The solution that Honda came up with is the VTEC mechanism: open the valves nice and wide at high RPMs, but open them not as much at low RPMs. So now you have a engine with smooth operation at low RPMs, and high power output at high RPMs.

And that is basically what VTEC is. It's nothing magical. The idea has been around for a long time. Honda's VTEC is just a very simple, elegant and efficient implementation that is extremely effective at achiving its design goal. Honda automobiles are the first among modern automobiles to utilize this mechanism in such a large scale of distribution.