Hey guys, im old at the forum, i just cant post as much as the most of you can.
I have a quick question. Im from Costa rica and i´ve heared about N series engines. Do anybody has any kind of information regarding this engine.
I googled it and i only got that it might come on the next generation on CTR
DOHC
N22A2 Specifications
* Bore & Stroke: 85.0mm x 97.1mm
* Cylinder Layout: inline 4
* Displacement: 2204 cc
* Valve Configuration: 16 valve DOHC
* Type: i-CTDi
* Compression ratio: 16.7:1
* Max boost: 13.5 PSI (0.93 BAR)
* Max power: 140 hp @ 4000 rpm
* Max torque: 251 ft·lbf @ 2000 rpm
Any other info?
Thanks
This would be the performance turbo diesel from Honda correct?
Honda N engine - Wikipedia, the free encyclopedia
Honda will deploy two versions of its 2.2-L i-DTEC diesel. One is expected to launch in the middle of 2008 in the European-market Accord, previewed in the Accord Tourer concept (shown) at the 2007 Frankfurt Motor Show, and will meet the new Euro 5 regulations. The other variant, for the U.S., will be certified for sale in all 50 U.S. states and will also be sold in Japan. The i-DTEC technology is aimed at meeting Europe's tougher Euro 6 NOx regs in 2014.
Not long after you read this, a diesel-powered Honda passenger vehicle will enter the U.S. EPA's Mobile Emissions testing facility to begin its certification process for the 2009 model year.
Honda's simultaneous forays into the emerging U.S. and Japanese light-duty diesel markets, following its successful diesel debut in Europe five years ago, are injecting new excitement into the company. CEO Takeo Fukui, his chief of R&D, Hirohide Ikeno, and the young diesel engineers AEI spoke with at Honda's Motegi proving ground and Tokyo Motor Show last October are clearly proud of challenging Europe's best in the compression-ignition arena.
Honda will be the first Japanese OEM to offer a clean diesel in Japan's passenger-car market. The move is partially aimed at leveraging purchase-tax breaks the Japanese government is considering for diesel cars, similar to those available for hybrids.
The specific vehicle Honda intends to certify first for the U.S. remains a closely guarded secret. Media reports that it will be the Accord were recently denied by a company spokesman, although the i-DTEC engine's 2.2-L displacement makes it a logical choice for vehicles of the Accord and CR-V's weight class. Fukui and other ranking Honda executives also have said publicly that a V6 diesel is in development.
"Diesel is a more cost-effective way to boost fuel efficiency than a hybrid," Fukui noted, because it doesn't carry the additional cost and weight of the battery pack, he said.
The 2009 i-DTEC engine is Honda's second-generation light-duty diesel. It is based on the N22A2, Honda's first passenger-car diesel introduced in 2003 on the European-market Accord i-CTDi (which shares its body architecture with the U.S. Acura TSX). It is also available on the European-market Civic. This 2.2-L, dual overhead camshaft, 16-valve powerplant, with die-cast aluminum cylinder block and head, has been widely praised by the automotive media and discerning diesel customers alike for its low-NVH characteristics and torquey power delivery.
The N22A2's 85-mm (3.35-in) bore and relatively long 97.1-mm (3.82-in) crankshaft stroke help create a narrow package, enabling the engine to fit transversely in the compact Civic's engine bay. The current 16.7:1 compression ratio and 4500-rpm redline are expected to carry over to the U.S. version, engineers said. Rated output of the i-CTDi—140 hp (104 kW) at 4000 rpm, and 251 lb•ft (340 N•m) at 2000 rpm—is likely to be moderately increased for the i-DTEC applications in the U.S.
To meet EPA Tier 2 Bin 5 regulations, currently the world's most stringent automotive emissions standards, and with an eye toward the even tougher California SULEV (super ultra low emission vehicle) standards (the equivalent of EPA Bin 2), Honda diesel engineers focused on reducing engine-out emissions through advanced combustion control, coupled with unique aftertreatment technology.
Therefore, i-DTEC will feature a premixed-charge combustion process known as PCCI. This is a diesel variation of homogeneous-charge compression ignition (HCCI) in gasoline engines. Both processes require monitoring and feedback of individual cylinder pressure for optimum operation.
Honda engineers at Motegi noted that a closed-loop-type feedback system is in development for i-DTEC. And the engine runs very high rates (up to 80%) of cooled exhaust gas recirculation.
While final calibration and certification of i-DTEC is still under way, key components shown by Honda engineers include Mahle pistons with specially optimized combustion bowls, a Garrett variable-geometry turbocharger with stainless-steel exhaust manifold, and dedicated fuel injectors. With injection timing initiated close to top-dead center, NOx and particulate emissions in partial-load operation are virtually zero, according to Yasuyuki Sando, Honda's Senior Manager of Advanced Powertrain. Sando presented an overview of i-DTEC at the 2006 Diesel Engine-Efficiency and Emissions Research (DEER) Conference.
The key to meeting Bin 5's ultra-low 0.07-g/km NOx emissions level is a new aftertreatment system, development of which was led by Honda. Its centerpiece is a lean-NOx catalyst constructed in two layers. One layer adsorbs NOx from the exhaust gas and converts some of it into small amounts of ammonia. The other layer adsorbs the ammonia and uses it as a reagent to convert the remaining NOx in the exhaust into nitrogen (N2).
There is no need for urea injection (selective catalytic reduction or SCR) and its inherent complexity and cost, which Honda engineers said they wanted to avoid. They claimed the "hybrid LNT" (lean NOx trap) system is scalable and can be Bin-5 compliant in use on larger vehicles and engine displacements.
Whether a diesel vehicle requires SCR or just an LNT to meet Bin 5 emissions levels is basically a road-load formula that depends on vehicle mass, aerodynamics, and rolling resistance. Some vehicles are better than others on these parameters, but the dominant factor tends to be mass. For sedans and wagons in the Accord and CR-V segments, the curb-mass threshold where LNTs are not economical to accomplish adequate NOx conversion is about 4000 lb (1815 kg).
Another factor is the EPA supplemental test cycle for U.S. certification such as US '06. In such tests, a diesel vehicle tends to produce a lot more NOx while moving out of the range where LNTs are most effective. Still, diesel engineers note that small- and light-enough vehicles with good road-load characteristics and appropriately sized engines with the right emissions-control technologies will indeed be viable for Bin 5 without having to resort to an SCR-based strategy for NOx.
The challenge for Honda's new i-DTEC and other diesels entering the U.S. market in 2008-2010 is how to retain their typical 25-40% fuel efficiency advantage vs. gasoline engines, while cost-effectively meeting the increasingly stringent emissions standards. Regenerating not only the LNT but also the diesel-particulate filter at regular operating intervals can incur a fuel-efficiency penalty of up to 5%.
And if a powertrain and LNT system give up too much fuel efficiency to meet emissions, then it starts to feel the heat from increasingly efficient gasoline engines that may be nipping at diesels' heels. Although this point was noted by Honda engineers at the Tokyo show and Motegi proving ground, during discussions on the future of light-duty diesels, it did not sway their confidence in the i-DTEC technologies.
From:
http://www.sae.org/automag/technewsletter/080129DieselTech/01.htm
