2004 Honda Inspire Engine Technology
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From: Deeeeeeeeeeeeeeetroit
2004 Honda Inspire Engine Technology
Honda Debuts 'Variable Cylinder Management' V6 3.0-liter i-VTEC Engine
- New Powertrain Will be Featured in New Inspire Model -
Tokyo, June 18, 2003 --- Honda Motor Co., Ltd. today introduced a new V6 engine featuring the latest version of its i-VTEC ('intelligent' VTEC) technology. Through new 'Variable Cylinder Management' technology, the V6 3.0-liter i-VTEC engine runs on all six cylinders during acceleration and when high output is required, yet employs only three cylinders during cruising and at low engine loads. The new engine thus combines the effortless performance of a 3.0-liter V6 engine, while offering superior fuel economy of 11.6 km/liter*1 --- comparable to that of a 2.4-liter 4-cylinder engine*2. This new powertrain will debut in the new Inspire model scheduled for release in Japan June 19, 2003.
In addition to its low fuel consumption, this V6 3.0-liter i-VTEC engine also significantly reduces exhaust emissions, helping the Inspire meet Japan's Ministry of Land, Infrastructure, and Transportation requirements for Ultra-Low Emissions and 2010 fuel consumption standards, and making it eligible for preferential 'Green Tax' treatment. The new engine achieves this by combining high-density catalytic converters located directly below each cylinder head for further improved exhaust gas processing at low engine temperatures with exceptionally fine air / fuel ratio control.
The adoption of a variable intake system, over-sized intake valves, and low back-pressure catalytic converters further improve engine respiration efficiency, helping deliver class-leading performance, with maximum output of 184 kW (250 PS) and maximum torque of 296 N·m (30.2 kg·m)*3, all on unleaded regular gasoline.
*1 Inspire 10-15-mode fuel consumption, Ministry of Land, Infrastructure, and Transportation test values
*2 Vehicle in the same weight class as the Inspire: Accord Sedan 2.4 liter (10-15-mode fuel consumption of 12.0km / liter)
*3 Inspire model net figures
V6 3.0-liter i-VTEC engine
The 'Variable Cylinder Management' system analyzes throttle opening, vehicle speed, engine speed, and gearing to determine that the car is cruising, and then idles the intake and exhaust valves of the three cylinders in the rear cylinder bank. With zero valve lift, the cylinders are sealed, and no fuel is injected. Pumping losses are thus reduced by as much as 65% and low fuel consumption is realized.
When operating in 3-cylinder mode, engine vibration is reduced by extrapolating vibration from the change in crankshaft rotation speed and sending the information to the 'active control' engine mount, which compresses / extends an actuator in same-phase, same-period motion to dampen the engine mount. Similarly, a speaker creates an opposite phase sound or 'active noise control', to provide a canceling effect, for a quieter interior which leaves the driver unaware of changes in cylinder activation.
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Honda Adds Cylinder Deactivation to J30A V6
Tokyo … Honda Motor Co. Ltd today introduced a new V6 engine featuring the latest iteration of its i-VTEC technology. Through new 'Variable Cylinder Management' technology, the J30A 3.0-litre i-VTEC V6 runs on all six cylinders during acceleration and when high output is required, yet employs only three cylinders during cruising and at low engine loads. This new powertrain will debut in the new Inspire model based on the US-market Accord sedan and scheduled for release in Japan tomorrow.
In addition to its low fuel consumption, this V6 3.0-litre i-VTEC engine also significantly reduces exhaust emissions, helping the Inspire meet JMLIT requirements for Ultra-Low Emissions and 2010 fuel consumption standards, making it eligible for preferential 'Green Tax' treatment. Integrated exhaust manifolds allow high-density catalytic converters to be located directly below each cylinder head for improved exhaust gas processing at low engine temperatures, combining with exceptionally fine air/fuel ratio control to reduce emissions.
The adoption of a variable intake system, over-sized intake valves, and low back-pressure catalytic converters further improves engine respiration efficiency, helping deliver class-leading performance, with maximum output of 184 kW (247 hp) and maximum torque of 296 Nm (218 lb-ft), all on unleaded regular petrol.
The "Variable Cylinder Management" system analyses throttle opening, vehicle speed, engine speed, and gearing to determine that the car is cruising, and then idles the intake and exhaust valves of the three cylinders in the rear cylinder bank. With zero valve lift, the cylinders are sealed, and no fuel is injected. Pumping losses are thus reduced by as much as 65% and fuel comsumption is reduced. When operating in 3-cylinder mode, engine vibration is reduced by extrapolating vibration from the change in crankshaft rotation speed and sending the information to the "active control" engine mount, which compresses/extends an actuator in same-phase, same-period motion to dampen the engine mount. Similarly, a speaker creates an opposite phase sound or "active noise control", to provide a cancelling effect, for a quieter interior which leaves the driver unaware of changes in cylinder activation.
Equipped with this new technology, the new Inspire offers the fuel economy of a smaller engine, while retaining the power and performance available from a high-output V6. Honda compares the 11.6 km/l (27.3 mpg) fuel consumption of the new Inspire with that of the smaller Accord 2.4 (sold as the Acura TSX in the US) — 12.0 km/l (28.2 mpg). While such cylinder deactivation strategies are expected to improve fuel consumption by around 5%, comparisons to the corresponding US model Honda Accord (apparently without this new technology) show a negligible improvement (21/30 mpg city/hwy for the Accord 3.0 V6 and 22/31 mpg for the Acura TSX 2.4).
- New Powertrain Will be Featured in New Inspire Model -
Tokyo, June 18, 2003 --- Honda Motor Co., Ltd. today introduced a new V6 engine featuring the latest version of its i-VTEC ('intelligent' VTEC) technology. Through new 'Variable Cylinder Management' technology, the V6 3.0-liter i-VTEC engine runs on all six cylinders during acceleration and when high output is required, yet employs only three cylinders during cruising and at low engine loads. The new engine thus combines the effortless performance of a 3.0-liter V6 engine, while offering superior fuel economy of 11.6 km/liter*1 --- comparable to that of a 2.4-liter 4-cylinder engine*2. This new powertrain will debut in the new Inspire model scheduled for release in Japan June 19, 2003.
In addition to its low fuel consumption, this V6 3.0-liter i-VTEC engine also significantly reduces exhaust emissions, helping the Inspire meet Japan's Ministry of Land, Infrastructure, and Transportation requirements for Ultra-Low Emissions and 2010 fuel consumption standards, and making it eligible for preferential 'Green Tax' treatment. The new engine achieves this by combining high-density catalytic converters located directly below each cylinder head for further improved exhaust gas processing at low engine temperatures with exceptionally fine air / fuel ratio control.
The adoption of a variable intake system, over-sized intake valves, and low back-pressure catalytic converters further improve engine respiration efficiency, helping deliver class-leading performance, with maximum output of 184 kW (250 PS) and maximum torque of 296 N·m (30.2 kg·m)*3, all on unleaded regular gasoline.
*1 Inspire 10-15-mode fuel consumption, Ministry of Land, Infrastructure, and Transportation test values
*2 Vehicle in the same weight class as the Inspire: Accord Sedan 2.4 liter (10-15-mode fuel consumption of 12.0km / liter)
*3 Inspire model net figures
V6 3.0-liter i-VTEC engine
The 'Variable Cylinder Management' system analyzes throttle opening, vehicle speed, engine speed, and gearing to determine that the car is cruising, and then idles the intake and exhaust valves of the three cylinders in the rear cylinder bank. With zero valve lift, the cylinders are sealed, and no fuel is injected. Pumping losses are thus reduced by as much as 65% and low fuel consumption is realized.
When operating in 3-cylinder mode, engine vibration is reduced by extrapolating vibration from the change in crankshaft rotation speed and sending the information to the 'active control' engine mount, which compresses / extends an actuator in same-phase, same-period motion to dampen the engine mount. Similarly, a speaker creates an opposite phase sound or 'active noise control', to provide a canceling effect, for a quieter interior which leaves the driver unaware of changes in cylinder activation.
----------------------
Honda Adds Cylinder Deactivation to J30A V6
Tokyo … Honda Motor Co. Ltd today introduced a new V6 engine featuring the latest iteration of its i-VTEC technology. Through new 'Variable Cylinder Management' technology, the J30A 3.0-litre i-VTEC V6 runs on all six cylinders during acceleration and when high output is required, yet employs only three cylinders during cruising and at low engine loads. This new powertrain will debut in the new Inspire model based on the US-market Accord sedan and scheduled for release in Japan tomorrow.
In addition to its low fuel consumption, this V6 3.0-litre i-VTEC engine also significantly reduces exhaust emissions, helping the Inspire meet JMLIT requirements for Ultra-Low Emissions and 2010 fuel consumption standards, making it eligible for preferential 'Green Tax' treatment. Integrated exhaust manifolds allow high-density catalytic converters to be located directly below each cylinder head for improved exhaust gas processing at low engine temperatures, combining with exceptionally fine air/fuel ratio control to reduce emissions.
The adoption of a variable intake system, over-sized intake valves, and low back-pressure catalytic converters further improves engine respiration efficiency, helping deliver class-leading performance, with maximum output of 184 kW (247 hp) and maximum torque of 296 Nm (218 lb-ft), all on unleaded regular petrol.
The "Variable Cylinder Management" system analyses throttle opening, vehicle speed, engine speed, and gearing to determine that the car is cruising, and then idles the intake and exhaust valves of the three cylinders in the rear cylinder bank. With zero valve lift, the cylinders are sealed, and no fuel is injected. Pumping losses are thus reduced by as much as 65% and fuel comsumption is reduced. When operating in 3-cylinder mode, engine vibration is reduced by extrapolating vibration from the change in crankshaft rotation speed and sending the information to the "active control" engine mount, which compresses/extends an actuator in same-phase, same-period motion to dampen the engine mount. Similarly, a speaker creates an opposite phase sound or "active noise control", to provide a cancelling effect, for a quieter interior which leaves the driver unaware of changes in cylinder activation.
Equipped with this new technology, the new Inspire offers the fuel economy of a smaller engine, while retaining the power and performance available from a high-output V6. Honda compares the 11.6 km/l (27.3 mpg) fuel consumption of the new Inspire with that of the smaller Accord 2.4 (sold as the Acura TSX in the US) — 12.0 km/l (28.2 mpg). While such cylinder deactivation strategies are expected to improve fuel consumption by around 5%, comparisons to the corresponding US model Honda Accord (apparently without this new technology) show a negligible improvement (21/30 mpg city/hwy for the Accord 3.0 V6 and 22/31 mpg for the Acura TSX 2.4).
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From: Oceanside, CA
That's what I was about to say too. The technology is great and all, no doubt about that. But the complexity would make it very expensive. Add on to the fact that it doesn't improve gas mileage by very much, what's the point? Now if they can ge the gas mileage to be in the low to mid 30 MPG (comparable to a 1.6L engine), then it would be justified. But it's a good idea and a good start. Maybe in the future, they can shut down all cylinder except 1 when cruising. Now that would save alot of gas.
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lots and lots of fail
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From: Deeeeeeeeeeeeeeetroit
Originally posted by AcuraFanatic
Is power output still at 240HP? Or is this even J-Series based?
Is power output still at 240HP? Or is this even J-Series based?
I think this may have great benefits on the highway as opposed to the Japanese around city driving that they're getting these MPG figures from. On the freeway, I can see this getting 35MPG. But yeah, it seems too expensive and complex if it's only getting 1 or 2 MPG more.
Le Grand Illusion
Joined: Oct 2002
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From: Damascus, MD
Didn't some American maker have a V8 that would alternately operate on 6 or 4 cylinders way back in the day, probably around the fuel crisis, also in an attempt to save gas? I remember something to that effect. I remember that it was a big failure, anyway. Anyone know the details?
Edit: it was Cadillac's 8-6-4 engine from 1981. 6.0L, 368ci.
I just read about it on a whole bunch of sites - all called it "poorly engineered" or "a disastor from before the beginning" or "the ill-fated engine." Evidently the transition was NOT smooth due to the 8-bit computers and terrible design, and it was terrible unpopular with buyers. But apparently Cadillac is about to unveil their new V16 which will operated in "V8 mode" and "V4" mode, which will supposedly be much better. In fact, GMC is trying this idea out on lots of their new engines, including ones in (I think) the Yukon and a truck or two.
Edit: it was Cadillac's 8-6-4 engine from 1981. 6.0L, 368ci.
I just read about it on a whole bunch of sites - all called it "poorly engineered" or "a disastor from before the beginning" or "the ill-fated engine." Evidently the transition was NOT smooth due to the 8-bit computers and terrible design, and it was terrible unpopular with buyers. But apparently Cadillac is about to unveil their new V16 which will operated in "V8 mode" and "V4" mode, which will supposedly be much better. In fact, GMC is trying this idea out on lots of their new engines, including ones in (I think) the Yukon and a truck or two.
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Joined: Sep 2002
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From: somewhere in the mid
I think the previous V12 from Benz also used this technology. The engine can close half the cylinder bank when high power is not required.
It's nice to see Honda applying this technology, but I agree with the others. It seems to complex and expensive for just slight gain. But we'll see
It's nice to see Honda applying this technology, but I agree with the others. It seems to complex and expensive for just slight gain. But we'll see
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From: Southern NH
Originally posted by 98CoupeV6
Did you read? Going from memory, the answers are 247 horsepower/218 lb-ft and yes.
I think this may have great benefits on the highway as opposed to the Japanese around city driving that they're getting these MPG figures from. On the freeway, I can see this getting 35MPG. But yeah, it seems too expensive and complex if it's only getting 1 or 2 MPG more.
Did you read? Going from memory, the answers are 247 horsepower/218 lb-ft and yes.
I think this may have great benefits on the highway as opposed to the Japanese around city driving that they're getting these MPG figures from. On the freeway, I can see this getting 35MPG. But yeah, it seems too expensive and complex if it's only getting 1 or 2 MPG more.
