KarmaCop213
New member
Prémio em 2005 de melhor motor na categoria (este ano ficou a 10 pontos do 1º):
2-litre to 2.5-litre: Honda 2.2-litre Diesel (Accord, CR-V, FR-V)
http://www.ukintpress.com/engineoftheyear/previous04.html
It starts. It idles, with no detectable vibro-massage and hardly any diesel 'jingle-jangle', as Honda calls it, just a bit more of a tick in the tickover. It moves off, it accelerates, it cruises with no thrum or transmitted tingle; just a four-cylinder hum slightly deeper than a petrol engine's and a gentle whine overlaying the soundtrack. That whine maybe shouldn't be there, but it adds aural character and makes you even less aware of the compression-ignition that's going on. It's one sweet engine.
It pulls from about 800rpm to 5000rpm without protest or harshness. The accelerator response pauses a little at low speeds pre-boost, but then the boost builds so progressively, so mechanically that there's no sense of inertia, hysteresis, the rubber-band effect, call it what you will. This also means that you don't get the torque-thwack of a Golf TDI PD 150, say, but the acceleration is just as insistent and there's that extra rev-range to exploit.
No Honda engine is easier to exploit; it's always on the pull, helping you make the most of what is the best combination of sharp, fluid, interactive handling and supple ride in the class. I spent a while driving most of my favourite local roads, tight and twisty, fast and open, and it was one of the most harmonious, most complete drives I've had all year. It just gelled. I've since been enthusing about this engine to every car-literate person I've met. This is the best Accord, no question.
So, how? Compression, or the lack of, is the key. Most diesels have a compression ratio of around 20:1, but this one runs at 16.7:1. This improves both refinement and economy under gentle running, because there's less resistance to the pistons' movements (a diesel is always gulping an excess of air, which needs to be compressed). When more torque is needed, the variable-nozzle quick-response turbo obliges.
Other niceties are a dual-mass flywheel for further vibration damping, cooled exhaust-gas recirculation to reduce nitrogen oxides (it's Euro 4 emissions-compliant with no diesel tax penalty) and injectors with just one pre-squirt before the main one, even though other car-makers now use several squirts to smooth out the combustion shock. Why not Honda? 'We've got the results we want, and the injectors last longer.'
And, finally, there are the continuously variable swirl control valves in four out of the eight inlet tracts. When closed, the air entering the cylinders via the remaining ports sets up a swirl into whose vortex a small squirt of fuel can stay concentrated enough to combust. Result: very economical light-load running. The valves open as torque demands rise, but now there's more fuel so it doesn't matter that the swirling stops.
http://www.evo.co.uk/carreviews/evocarreviews/40594/honda_accord_ictdi.html
Em termos de condução não sei se o CRV será alguma coisa de jeito.
