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The Honda Accord Crosstour comes customary with a 271 horsepower V-6 engine, a 5-velocity Florida Honda automated transmission and is on the market with the company's revolutionary Real Time™ 4WD system. The 3.5-liter, 24-valve SOHC i-VTEC powerplant with Variable Cylinder Management (VCM) that builds on technologies which were developed and refined on previous Honda vehicles. With its 60-diploma V-angle, the Accord's V-6 engine is inherently very easy and has compact total dimensions that allow environment friendly packaging throughout the vehicle. The automatic transmission includes a new G-drive hold control characteristic along with an RPM rev-matching featuring when downshifting. Powertrain Abstract * 3.5-liter i-VTEC V-6 engine with VCM * 271-horsepower @ 6200 RPM, 254 lb-ft. of torque at 5,000 RPM * Customary 5-speed automatic transmission and obtainable Real Time 4WD * Metropolis/highway Used Cars fuel economic system of 18/27 miles per gallon (2WD)1 * Emissions: ULEV-2 (CARB) / Tier 2, Bin 5 (Federal) New Technology and Exclusive Options * Expanded VCM engagement vary for improved total fuel New Honda's effectivity * Latest model of Active Management Engine Mounts * Newest model of Lively Lockup Torque Converter * Computerized transmission lateral G-drive gear maintain management (Honda brand first) * Automated RPM rev-matching when downshifting (Honda model first) Engine Structure The Accord Crosstour's engine is a sophisticated 3.5-liter, SOHC, 24-valve, 60-degree, V-6, aluminum-block-and-head design that is compact, Auto Specials lightweight and powerful. The i-VTEC valvetrain and excessive efficiency intake manifold optimize cylinder-filling efficiency across a wide range of engine speeds. Low-restriction consumption and exhaust programs, a 10.5:1 compression ratio and curler-type rocker arms further help efficiency and power delivery throughout a broad RPM range. The Accord Crosstour's V-6 has a die-cast lightweight aluminum alloy block with solid-in-place iron cylinder liners. Made with a centrifugal spin casting process, the thin-wall liners are excessive in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration. Each the block and caps are warmth treated for higher strength. A cast metal crankshaft is used for max power, rigidity and sturdiness with minimum weight. Instead of heavier nuts and bolts, connecting rod caps are secured in place with smaller, high-tensile-energy fasteners that screw immediately into the connecting rod. Short-skirt, solid-aluminum, flat-high pistons are notched for valve clearance and fitted with full-floating piston pins. 2010 Honda Accord Crosstour i-VTEC V-6 engine Like different Honda V-6 powerplants, the Accord Crosstour V-6 cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft by way of an mechanically tensioned toothed belt. Made of low-stress solid, low-porosity aluminum, every cylinder head incorporates an built-in exhaust manifold to reduce elements count, improve circulation and optimize the location of the close-coupled catalyst on each cylinder bank. The cylinder head employs four-valve combustion chambers, the best method to optimum performance with wonderful gas Schedule Service effectivity and really low emissions. Valves are clustered close to the middle of the bore to reduce combustion chamber quantity and to offer ample squish area. The 10.5:1 compression ratio helps maximize thermal effectivity, energy output and gasoline efficiency. One centrally positioned camshaft per cylinder financial institution is pushed by a fiberglass-bolstered toothed belt. Head gaskets are product of excessive-power materials to comprise combustion pressures. i-VTEC with three-stage Variable Cylinder Management™ (VCM™) To help improve the gasoline effectivity of the V-6 engine, it incorporates the most recent generation of Honda's VCM, which expands the operational vary of cylinder activation in comparison with the Accord Sedan and Coupe V-6 engine. The Accord Crosstour's VCM system can function on three, four or all six cylinders, and is normal on both two-wheel-drive and 4-wheel-drive models. Throughout startup, acceleration or when climbing hills - any time high power output is required - the engine operates on all six cylinders. During reasonable speed cruising and at low engine masses, the system operates just one Order Parts financial institution of three cylinders. For moderate acceleration, greater-speed cruising and mild hills, the engine operates on 4 cylinders. With three working modes, the VCM system can finely tailor the working displacement of the engine to match the driving necessities from moment to moment. Because the system routinely closes each the consumption and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eradicated and gasoline efficiency increases. The VCM system combines most efficiency and maximum gasoline efficiency - two characteristics that don't sometimes coexist in typical engines. VCM deactivates specific cylinders by utilizing the VTEC (Variable Valve-Timing and Elevate Digital Management) system to shut the intake and exhaust valves while simultaneously the Powertrain Management Module cuts gas to those cylinders. When operating on three cylinders, the rear cylinder financial institution is shut down. When working on four cylinders, the left and middle cylinders of the entrance bank operate, and the appropriate and center cylinders of the rear bank operate. The spark plugs continue to fireplace in inactive cylinders to attenuate plug temperature loss and stop fouling induced from incomplete combustion throughout cylinder re-activation. The system is electronically managed, and uses special built-in spool valves that do double duty as rocker-shaft holders within the cylinder heads. Based mostly on instructions from the system's digital management unit, the spool valves selectively direct oil stress to the rocker arms for particular cylinders. This oil stress in turn drives synchronizing pistons that join and disconnect the rocker arms. The VCM system screens throttle position, car velocity, engine velocity, computerized-transmission gear selection and other factors to find out the correct Auto Finance cylinder activation scheme for the operating conditions. As well as, the system determines whether engine oil stress is suitable for VCM switching and whether catalytic-converter temperature will remain within the proper range. To easy the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle place and turns the torque converter lock-up on and off. As a result, the transition between three-, four-, and 6-cylinder operation is unnoticeable to the driver. Active Control Engine Mounts (ACM) See the body part for information on the Energetic Control Engine Mounts. High-Stream Exhaust System with Twin Shops A low-restriction, high-output, exhaust system is essential to environment friendly energy and torque production. A very new exhaust system on the Accord accommodates its increased energy output. Tubing diameter has been increased and new twin silencers are used. Excessive-chromium chrome steel is used throughout the exhaust system for excellent durability. The Accord Crosstour's exhaust system is custom-made based mostly on whether the automobile is front-wheel-drive or 4-wheel-drive. The entrance-wheel-drive exhaust system makes use of one giant and one small resonator previous to the splitter that goes to each muffler. For packaging issues with the propeller shaft and fuel tank on four-wheel drive models, two smaller resonators are positioned after the splitter that divides the exhaust route to every rear muffler. Both exhaust methods obtain the identical movement rate of a hundred thirty five l/s. Key contributors to the engine's low emissions performance are its excessive-effectivity catalytic converters. The engine has its exhaust manifolds solid immediately into the aluminum alloy cylinder heads to cut back weight and place every primary catalytic converter as close as attainable to the combustion chambers. High-efficiency close-coupled converters mount directly to the exhaust port of each cylinder head for terribly fast converter activation after engine startup. A 3rd converter is positioned shortly downstream, beneath the passenger compartment floor. Each converters use a thin-wall design that increases internal response space and improves efficiency. Powertrain Management Unit (PCU) A 32-bit, 96MHz powertrain control unit (PCU) inside the powertrain management module calculates injection timing and period after assessing an array of sensor indicators: crankshaft and camshaft place, throttle position, coolant temperature, intake manifold stress and temperature, atmospheric pressure and exhaust-gasoline oxygen content. The PCU controls the Programmed Gas Injection (PGM-FI) and i-VTEC valvetrain and also communicates with processors that regulate the 5-velocity automatic transmission. Drive-By-Wire (DBW) Throttle System™ The Accord Crosstour's drive-by-wire throttle system makes use of sensible electronics instead of a standard cable system to attach the throttle pedal to the throttle butterfly in the intake tract. Moreover allowing engineers to program the connection between throttle pedal motion and engine response, the system optimizes engine response to go well with driving conditions. The system displays throttle pedal position, throttle butterfly position, car velocity, engine velocity and engine vacuum. This information is used to define the throttle management sensitivity. Programmed Gasoline Injection (PGM-FI) The Accord Crosstour's PGM-FI regularly adjusts the fuel delivery to yield the most effective mixture of power, low fuel consumption and low emissions. A number of sensors continually monitor Blog essential working parameters, such as throttle position, intake air temperature, coolant temperature, ambient air pressure, intake airflow quantity, intake manifold strain, exhaust air-gas ratio and the place of the crankshaft and cams. Direct Ignition and Detonation/Knock Control The Powertrain Management Unit (PCU) screens engine capabilities to find out the very best spark timing. An engine-block mounted acoustic detonation/knock sensor "listens" to the engine, and based mostly on this enter, the PCU retards the ignition timing to forestall doubtlessly damaging detonation. An ignition coil unit for each cylinder is positioned above every spark plug's access bore. Regular Unleaded Fuel To keep operating costs at a minimum, all Accord fashions are designed to use relatively less-costly common unleaded fuel, thanks to compact 4-valve combustion chambers and precise Contact Us gas injection and spark control. Upkeep Minder System and Tune-Up Intervals The Accord Crosstour's Upkeep Minder system calculates the engine's tune-up schedule based on driving situations (tracked by the PCU). When determining correct upkeep intervals, the system minimizes proprietor guesswork about whether the vehicle is being operated in normal or severe conditions. The Accord Crosstour's Upkeep Minder data seems within the odometer display, and indicates when to change the oil, oil filter (every different oil change), air cleaner, transmission fluid, spark plugs, coolant, Real Time 4WD differential fluid as well as when to rotate the tires. A tune-up will not be required till about 100,000 miles. (100K+/- Miles No Scheduled Tune-ups might fluctuate with driving conditions. Doesn't apply to fluid and filter changes. Actual mileage is set by actual driving conditions. The proprietor's handbook contains full particulars). Long-life fluids have been used for lowered upkeep prices and environmental influence (fluid disposal). In consequence, engine coolant adjustments are wanted about every 10 years or roughly 100,000 miles, and engine oil changes are required around 7,500 miles beneath normal driving situations, or annually if fewer miles are pushed per year. The maintenance minder system calculates the exact miles between service intervals. 5-Pace Automatic Transmission with Grade Logic Control The Accord Crosstour's 5-speed automatic transmission has a number of options engineered particularly to match its performance requirements, together with extra-huge gear ratios for good low-end response and comfortable freeway cruising; a computer-managed lock-up torque converter; a inflexible alloy case; and a 4-shaft design. Honda Grade Logic Management technology is designed to carry the automobile in a lower gear when climbing or descending a steep grade for improved performance. The transmission features an expanded complement of good logic controls. A pc-controlled lock-up torque converter is supplied to maximize gas efficiency. Torque-converter lock-up and shift timing are both managed by a CPU working in cooperation with the engine's central processing unit. An over-operating clutch is supplied for first gear to smooth upshift quality. A direct-control technique is used to offer actual-time strain administration of the transmission's clutches. Numerous control strategies exclusive to the Accord Crosstour are utilized to allow for smooth coordination of engine and transmission operations. For example, the driveline shock that always accompanies gear modifications is minimized by momentarily decreasing engine torque throughout shifting. 2010 Honda Accord Crosstour 5-speed computerized transmission To scale back gear "searching" and pointless shifting, Grade Logic Control and Shift Maintain Management methods are built-in into the shift programming of Accord automated transmissions. Grade Logic Management alters the 5-speed computerized's shift schedule, reducing shift frequency while touring uphill or downhill. Using inputs monitoring throttle place, vehicle speed and acceleration/deceleration, Grade Logic compares the working parameters with a digital map saved within the transmission computer. When the system determines the Accord is on a hill, the shift schedule is adjusted to mechanically maintain the transmission in a decrease gear for better climbing energy or increased downhill engine braking.
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