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More efficient Honda Civic, with the 1.6 i-DTEC

Since the PSA Peugeot-Citroën Group presented its 1.6 HDi , which drew the same 110 hp previously only known in two-liter engines. Whil...

Since the PSA Peugeot-Citroën Group presented its 1.6 HDi , which drew the same 110 hp previously only known in two-liter engines. While the other leading European manufacturers were launching their corresponding replicas, with the smooth 1.6 TDI from Volkswagen and with 1.5 dCi the Renault Nissan Alliance were seen in the lead, followed by the Korean amazing 1.6 CRDi and 1.7 CRDi from Hyundai and Kia .

Japanese brands, however, have always taken a little longer to alternative diesel for the European market (the only one, in fact, that massive demand this type of engine in cars), but when they have, at least in case of Honda, they have taken it very seriously.

The new 1.6 i-DTEC is the latest proof. It is the first engine from Honda series called Earth Dreams Technology in the development of engines and transmissions, which was announced almost a year ago now, and they will come to Spain in February 2013 mounted on the Civic , and to join the range later also the upcoming Honda CR-V .

This turbo block has numbers like 120 hp and 300 Nm of maximum torque available at 2,000 rpm, with the figures for fuel consumption and CO2 emissions for the Honda Civic declared as 3,6 l/100 km and 94 g / km respectively.
Produced at the Honda plant in Swindon British plant, the engine block and aluminum cylinder head has been developed from scratch and is distinguished by weigh 47 kg less than the 2.2 i-DTEC that the brand currently mounted. All components have been redesigned to reduce weight and size of the set, and lighter pistons and connecting rods.

Another achievement of which Honda is the proud reduction of internal friction, which according to test figures ensures that the levels are in-line with a gasoline engine. For example, details a shorter and thinner piston skirt helped reduce friction by 40% at 1,500 rpm compared to 2.2 i-DTEC.

Tetsuya Miyake, head of project development says "This engine not only reduces emissions and improves fuel consumption, but also increases engine response, both in acceleration and in reduction." Although, for help, Garrett turbo fourth generation, able to max at a pressure of 1.5 bar and whose geometry is electronically controlled by the engine control unit and is optimized to reduce the delay in responding.

The direct injection common-rail used in the 1.6 i-DTEC injectors has Bosch solenoids that are capable of operating at pressures up to 1800 bar (higher pressure, better distribution and utilization of the fuel mixture). Moreover, this engine will have associated other fuel saving systems such as automatic stop and start.

With all this new featured engine, Honda believes that it is ready to take on the most promising market share of the new generation cars in the market today.

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