Honda Accord 2.2 i-CTDi Sport
Of course, they did not start from scratch, but looked at the competitors, studied the features of individual existing (turbo) diesel engines and improved them using new knowledge and findings.
The Japanese even admitted that one of the main role models was the two-liter as well as the four-cylinder turbodiesel from southern Bavaria, as their unit, according to Honda engineers, was one of the leaders in the field of running culture and fuel efficiency. and last but not least, capacity. Read more about its technical details in the additional field.
In practice, the quality of the unit deteriorates a little only by growing the engine at idle, when the work is accompanied by small vibrations, and with a cold engine, the diesel nature (read: voice) of the engine is quite audible. When the engine warms up, diesel is barely audible in it.
At start-up, the first few hundred "minute revolutions" do not happen often, at about 1250 rpm the turbine begins to wake up, which begins to "seize" more noticeably at 1500 rpm, at 2000 rpm, when the engine also needs maximum torque on paper the moment has reached 340 Newton-meters, but with the powerful breathing of the turbocharger and the flow of "Newtons" it quickly happens that the front wheels slip on a worse surface.
Engine agility is then not reduced to 4750 mainshaft rpm per minute when it is necessary to cut the shift lever of the five-speed manual transmission and engage the next gear.
As with the engine industry, Honda is one step ahead of most of the competition in the transmission industry. The gear lever movements are racingly short and precise, and the driveline waste doesn't resist very quick shifting, which would certainly be welcomed by Honda techies.
Honda fans are also likely to be pleased with the fact that when driving through the sound, you are unlikely to know that the engine is inherently diesel. And one more chocolate bar; if you turn off other sources of noise (radio, speech from passengers, etc.), you will always hear the whistle of the racing turbine when accelerating.
Even on the road, the Accord 2.2 i-CTDi, despite having a heavier engine in the bow than its petrol counterparts, turns out to be great. The steering mechanism is precise and very responsive, and the road position is stable and neutral for a long time. The latter is also due to the relatively tight suspension setting, which, for example, seems annoyingly (too) tight during long driving on uneven roads, since the shaking of the passengers and the shaking of the body are very noticeable during this time. ...
But don't worry. The cure for this inconvenience is simple, painless and completely devoid of serious side effects: choose as many roads with a good base for your trip as possible.
What about the Accord's interior and usability? The dashboard is designed in a very "non-Japanese" way, its shape looks modern, aggressive, dynamic, varied and undoubtedly pleasant. Let's dwell on the sensors, where we note their good readability, but if the driver is taller (over 1 meter), unfortunately, he will not see the upper part, because it is covered by the upper part of the steering wheel, so it would be good if it allowed scroll up a little more.
Otherwise, the driver's workplace is well ergonomically designed, and the steering wheel fits well in the driver's hand. We also think that passengers in the Accord have enough useful storage space is a good thing. The comfortable, spacious and closed space in front of the gear lever proved to be the most thoughtful and useful.
The seating position is also relatively comfortable, as the lateral retention of the two front seats is very good. Rear-seat passengers certainly won't complain about the inches being inadequate, but Honda engineers could have allocated a little more headroom for the driver and front passenger as the front of the roof (from the windshield to the rear) rises too slowly.
On the outside, the Accord also features a pleasing and aggressive look, with a pronounced wedge shape, high thighs and an even taller finished buttocks. The latter is to blame for poor rear visibility, so the driver must demonstrate experience and a well-developed sense of size (read: rear length) of the vehicle when parking in tight spaces. parking lots. The test car didn't even have built-in acoustic parking assistance, which would undoubtedly make parking a lot easier.
Unfortunately, high quality has never been cheap. From official Honda dealers, they demand up to 2.2 million tolar in exchange for the new Accord 5 i-CTDi Sport, which is not an excessive amount of money, given the technical excellence of the entire car, its relatively good stock of equipment and good provenance.
It is true that we know of some other suppliers in this class of cars that offer the same compelling packages, but at the same time they are also several thousand tolar cheaper. On the other hand, it is also true that there are even more expensive technical advances.
People who value the technical excellence of Honda products know why they deduct the extra “prešeren”, “keels” and “cankarje” when purchasing them. And if we are honest, we can be sure that you fully understand them and fully support them in this.
engine
In their development, they used second-generation Common Rail fuel injection (injection pressure 1600 bar), electronic control of the exhaust gas recirculation system (EGR system), a four-valve method above each cylinder, two camshafts in the head made of light metal, a turbocharger with an adjustable the geometry of the guide vanes (maximum overpressure 1 bar) and two compensating shafts to reduce the vibration of the motor. The existing technology threshold has also been raised with the following solutions.
Firstly, from aluminum for the manufacture of the engine body (the weight of the equipped engine is only 165 kilograms), which developers rarely use in diesel engines instead of the established and cheaper gray cast iron due to poor rigidity. Thus, the rigidity of the body has been improved through a special semi-hard casting process.
A feature of the engine is also the displacement of the main shaft from the cylinder axis by 6 millimeters. This solution is intended to have a beneficial effect on damping the characteristic diesel engine noise and vibration and to reduce internal losses caused by lateral forces acting on the piston stroke.
Peter Humar
Photo by Alyosha Pavletich.
Honda Accord 2.2 i-CTDi Sport
Basic data
| Sales: | AC Mobile doo |
|---|---|
| Base model price: | 24.620,26 € |
| Test model cost: | 25.016,69 € |
| Calculate the cost of auto insurance | |
| Power: | 103kW (140 KM) |
| Acceleration (0-100 km / h): | 9,3 with |
| Maximum speed: | 210 km / h |
| Mixed flow ECE: | 5,4l / 100km |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - direct injection diesel - displacement 2204 cm3 - maximum power 103 kW (140 hp) at 4000 rpm - maximum torque 340 Nm at 2000 rpm. |
|---|---|
| Energy transfer: | front wheel drive engine - 5-speed manual transmission - tires 205/55 R 16 H (Toyo Snowprox S950 M + S). |
| Capacity: | top speed 210 km / h - acceleration 0-100 km / h in 9,3 s - fuel consumption (ECE) 7,1 / 4,5 / 5,4 l / 100 km. |
| Mass: | empty vehicle 1473 kg - permissible gross weight 1970 kg. |
| External dimensions: | length 4665 mm - width 1760 mm - height 1445 mm - trunk 459 l - fuel tank 65 l. |
Our measurements
| T = -2 ° C / p = 1003 mbar / rel. vl. = 67% / Mileage condition: 2897 km | |
| Acceleration 0-100km: | 9,1s |
|---|---|
| 402m from the city: | 16,7 years ( 138 km / h) |
| 1000m from the city: | 30,2 years ( 175 km / h) |
| Flexibility 50-90km / h: | 7,4 (IV.) S |
| Flexibility 80-120km / h: | 9,4 (W) p |
| Maximum speed: | 212km / h (V.) |
| test consumption: | 7,0 l / 100km |
| Braking distance at 100 km / h: | 52,1m |
| AM table: | 40m |
We praise and reproach
engine performance
cultural work of a warm engine
fuel consumption
position and appeal
Transmission
dynamic form
insufficiently height-adjustable steering wheel
opaque buttocks
no parking assistance system
engine idling
the chassis is too uncomfortable on a bad road
