Honda Confirms 2009 Accord Diesel, CR-Z Hybrid for Production
October 26, 2007 2:21 PM
comment(s) - last by
Honda's 2.2-liter i-CTDi diesel engine
2008 Honda Accord EX Sedan
Honda readies its diesel engines for passenger vehicles in the U.S.
reported in early June that Honda's newly redesigned Accord
would receive a diesel engine
. Honda today confirmed that the 2009 Honda Accord would be available with an optional 2.2 liter i-CTDi 4-cylinder Tier 2 Bin 5 diesel engine.
The diesel engine is reported to produce in excess of 150 HP, while torque -- always a diesel strength -- is pegged at 260 lb-ft. The diesel will be emissions legal in all 50 states and is set to deliver real word fuel economy in excess of 40 MPG.
If the fuel economy estimates pass the
Environmental Protection Agency's testing
, that would make the diesel Accord more fuel efficient than the previous generation Accord Hybrid and Toyota's current Camry Hybrid.
The 2.2 liter diesel is expected to be closely followed by a
new 3.5 liter V6 diesel destined for Honda's large vehicles
. The engine is 30 percent more fuel efficient than the current 3.5 liter V6 gasoline engine used in the Odyssey, Pilot and Ridgeline according to the
In addition to the diesel news, Honda also announced that the
CR-Z hybrid concept
will make it to production. The small two-seater uses the same powertrain as the
(4-cylinder gasoline engine, Integrated Motor Assist and CVT) and is likely to better its 40 MPG/45 MPG city/highway EPA ratings.
The CR-Z will be accompanied by a
$22,000 five-seat Global Small Hybrid
(GSH) which will do battle with
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RE: Does it have VTEC?
10/27/2007 11:58:18 AM
Torque is never "more important" than power for determining acceleration -- the two are directly related, but power is much easier to work with if you want to determine any physical figures in relation to the entire car. You're buying into the marketing crap.
The thing is that auto manufacturers only ever tell you the peak torque and peak power; those mean very little with respect to performance. Those values give you the instantaneous acceleration at some RPM (which isn't very useful if you're, you know, accelerating from one RPM level to another). To get great acceleration, you need a lot of power in excess of the power being drained from your car due to friction and drag (at the speed you want to reach, and the former grows with the square of velocity, while the latter grows with the cube).
So, since the power output is so different at various levels of RPM, the most important factor next to your power curve (or torque curve, which you can use to calculate your power curve, haha) is gearing.
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