The 'L13A i-VTEC' is now 16-valves, still SOHC in configuration and features a 12V/16V VTEC implementation similar to the L15A VTEC on the out-going 1st Gen Fit/Jazz. Power has gone up by slightly over 16% to 100ps (from 86ps on the old i-DSI L13A) coming at a much higher 6000rpm (which also means the red-line is now above 6000rpm which is more appropriate for a high-technology Honda engine), with a higher max-torque of 13.0kg/m and coming at a high 4,800rpm (compared to 12.1kgm coming in at 2,800rpm). So the new L13A does not offer the good low-end torque of the original i-DSI L13A. But it still offers a lot more power plus more torque, but at higher rpms. The old L13A i-DSI was rated at 20-23km/l (depending on variant and type) in the standard japanese 10-15 mode fuel economy test. The new one is rated at 21.5 to 24 km/l (again depending on variant and type) and so on Honda's own data at least, they have made the new L13A i-VTEC more power as well as slightly more fuel economical than the old L13A i-DSI.
The L15A 'i-VTEC' has been developed from the L15A VTEC used on the out-going 1st Gen Fit/Jazz. For the new Fit, it has been retrofitted with the full 16V 'power-VTEC' system similar to the older D15B VTEC engines. To recap, this means the L15A i-VTEC runs 16V full-time. VTEC, like that used on the previous D-series engines is now used on this L15A. When the conditions require it (note that i-VTEC now means the L15A i-VTEC switches VTEC based on more sensors than the older D15Bs), VTEC activates a 'wild' or 'high' cam-lobe and this increase the valve lift, duration and other timing parameters to allow more air-flow into the combustion chambers - and thus more power to be generated. Power output has gained 10ps, raising its max power to 120ps from the 110ps of the old L15A VTEC. Max torque has similarly gained but to a much smaller extent, increasing from 14.6kgm to 14.8 kgm and coming in at the same 4,800rpm. More significantly is its ability to rev higher, the power now peaking at a much higher 6600rpm and the redline at 6800rpm, almost hitting 7000rpm. Now we are talking ! Nevertheless, this L15A i-VTEC is still not equaling the power output of the D15B VTEC as that engine was spec'ed for 130ps and so the L15A is still 10ps in deficit. Also the redline of the D15B VTECs were over 7000rpm (almost 7300rpm) so the L15A i-VTEC while revving much higher than before, is still not yet at the level of the old D15B VTECs in terms of outright power delivery (though of course it is a much more advanced engine especially in emissions). The L15A i-VTEC is rated at a max of 19.6 (for the FF CVT) though Honda also quotes a second 'typical' value of 18.8km/l (probably for more prevailing conditions). However, this figure is actually slightly worse than that for the outgoing L15A VTEC of the 1G Fit/Jazz which was 20.0km/l so it would seem that the extra 10ps power do come with a slight penalty in fuel consumption.
The L15A 'i-VTEC' has been developed from the L15A VTEC used on the out-going 1st Gen Fit/Jazz. For the new Fit, it has been retrofitted with the full 16V 'power-VTEC' system similar to the older D15B VTEC engines. To recap, this means the L15A i-VTEC runs 16V full-time. VTEC, like that used on the previous D-series engines is now used on this L15A. When the conditions require it (note that i-VTEC now means the L15A i-VTEC switches VTEC based on more sensors than the older D15Bs), VTEC activates a 'wild' or 'high' cam-lobe and this increase the valve lift, duration and other timing parameters to allow more air-flow into the combustion chambers - and thus more power to be generated. Power output has gained 10ps, raising its max power to 120ps from the 110ps of the old L15A VTEC. Max torque has similarly gained but to a much smaller extent, increasing from 14.6kgm to 14.8 kgm and coming in at the same 4,800rpm. More significantly is its ability to rev higher, the power now peaking at a much higher 6600rpm and the redline at 6800rpm, almost hitting 7000rpm. Now we are talking ! Nevertheless, this L15A i-VTEC is still not equaling the power output of the D15B VTEC as that engine was spec'ed for 130ps and so the L15A is still 10ps in deficit. Also the redline of the D15B VTECs were over 7000rpm (almost 7300rpm) so the L15A i-VTEC while revving much higher than before, is still not yet at the level of the old D15B VTECs in terms of outright power delivery (though of course it is a much more advanced engine especially in emissions). The L15A i-VTEC is rated at a max of 19.6 (for the FF CVT) though Honda also quotes a second 'typical' value of 18.8km/l (probably for more prevailing conditions). However, this figure is actually slightly worse than that for the outgoing L15A VTEC of the 1G Fit/Jazz which was 20.0km/l so it would seem that the extra 10ps power do come with a slight penalty in fuel consumption.
,,,,,,,mas quando for pas minhas maos ,,,ai sim,,,,vai ficar lindo!!
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