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The Honda Accord Crosstour comes normal with a 271 horsepower V-6 engine, a 5-pace Florida Honda computerized transmission and is out there with the company's modern Actual Time™ 4WD system. The 3.5-liter, 24-valve SOHC i-VTEC powerplant with Variable Cylinder Administration (VCM) that builds on applied sciences which have been developed and refined on earlier Honda vehicles. With its 60-diploma V-angle, the Accord's V-6 engine is inherently very smooth and has compact total dimensions that permit environment friendly packaging throughout the vehicle. The automated transmission features a new G-pressure hold control function together with an RPM rev-matching that includes 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 * Commonplace 5-velocity automatic transmission and accessible Actual Time 4WD * City/highway Used Cars gas financial 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 overall fuel New Honda's effectivity * Newest model of Active Control Engine Mounts * Newest version of Lively Lockup Torque Converter * Automated transmission lateral G-pressure gear hold management (Honda brand first) * Automatic RPM rev-matching when downshifting (Honda brand first) Engine Architecture The Accord Crosstour's engine is an advanced 3.5-liter, SOHC, 24-valve, 60-diploma, V-6, aluminum-block-and-head design that's compact, Auto Specials lightweight and powerful. The i-VTEC valvetrain and high effectivity consumption manifold optimize cylinder-filling effectivity throughout a variety of engine speeds. Low-restriction consumption and exhaust methods, a 10.5:1 compression ratio and roller-sort rocker arms further help effectivity and power delivery across a broad RPM range. The Accord Crosstour's V-6 has a die-forged light-weight aluminum alloy block with forged-in-place iron cylinder liners. Made with a centrifugal spin casting course of, the skinny-wall liners are high in power and low in porosity. The block incorporates a deep-skirt design with 4 bolts per bearing cap for inflexible crankshaft help and minimized noise and vibration. Each the block and caps are warmth treated for better strength. A forged steel crankshaft is used for maximum energy, rigidity and sturdiness with minimum weight. Instead of heavier nuts and bolts, connecting rod caps are secured in place with smaller, high-tensile-power fasteners that screw immediately into the connecting rod. Short-skirt, solid-aluminum, flat-prime pistons are notched for valve clearance and fitted with full-floating piston pins. 2010 Honda Accord Crosstour i-VTEC V-6 engine Like other Honda V-6 powerplants, the Accord Crosstour V-6 cylinder heads are a single-overhead-camshaft design, with the cams driven by the crankshaft through an mechanically tensioned toothed belt. Fabricated from low-stress cast, low-porosity aluminum, every cylinder head incorporates an integrated exhaust manifold to cut back elements rely, improve flow and optimize the location of the close-coupled catalyst on each cylinder bank. The cylinder head employs 4-valve combustion chambers, the very best approach to optimum performance with excellent gas Schedule Service efficiency and really low emissions. Valves are clustered near the center of the bore to minimize combustion chamber quantity and to supply ample squish area. The 10.5:1 compression ratio helps maximize thermal efficiency, energy output and gas efficiency. One centrally positioned camshaft per cylinder bank is driven by a fiberglass-reinforced toothed belt. Head gaskets are made of excessive-power materials to include combustion pressures. i-VTEC with three-stage Variable Cylinder Management™ (VCM™) To assist improve the gasoline efficiency of the V-6 engine, it incorporates the most recent generation of Honda's VCM, which expands the operational range of cylinder activation in comparison with the Accord Sedan and Coupe V-6 engine. The Accord Crosstour's VCM system can operate on three, 4 or all six cylinders, and is standard on each two-wheel-drive and 4-wheel-drive models. Throughout startup, acceleration or when climbing hills - any time excessive energy output is required - the engine operates on all six cylinders. Throughout moderate velocity cruising and at low engine hundreds, the system operates only one Order Parts financial institution of three cylinders. For average acceleration, larger-speed cruising and mild hills, the engine operates on four cylinders. With three working modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from second to moment. For the reason that system routinely closes each the consumption and exhaust valves of the cylinders that aren't used, pumping losses related to intake and exhaust are eliminated and gasoline effectivity increases. The VCM system combines most performance and maximum gasoline effectivity - two characteristics that do not sometimes coexist in standard engines. VCM deactivates specific cylinders by using the VTEC (Variable Valve-Timing and Raise Electronic Management) system to shut the consumption and exhaust valves while concurrently the Powertrain Control Module cuts fuel to these cylinders. When working on three cylinders, the rear cylinder bank is shut down. When running on four cylinders, the left and middle cylinders of the front bank function, and the fitting and middle cylinders of the rear financial institution operate. The spark plugs proceed to fire in inactive cylinders to attenuate plug temperature loss and stop fouling induced from incomplete combustion during cylinder re-activation. The system is electronically controlled, and uses particular built-in spool valves that do double obligation as rocker-shaft holders within the cylinder heads. Based on instructions from the system's electronic control unit, the spool valves selectively direct oil stress to the rocker arms for particular cylinders. This oil pressure in flip drives synchronizing pistons that join and disconnect the rocker arms. The VCM system screens throttle position, automobile velocity, engine speed, automated-transmission gear selection and other elements to determine the proper Auto Finance cylinder activation scheme for the operating conditions. As well as, the system determines whether or not engine oil strain is suitable for VCM switching and whether catalytic-converter temperature will remain within the proper range. To clean the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. Consequently, the transition between three-, four-, and six-cylinder operation is unnoticeable to the driver. Energetic Management Engine Mounts (ACM) See the body section for information on the Active Management Engine Mounts. High-Circulation Exhaust System with Dual Shops A low-restriction, excessive-output, exhaust system is crucial to efficient energy and torque production. A very new exhaust system on the Accord accommodates its elevated power output. Tubing diameter has been increased and new twin silencers are used. Excessive-chromium stainless steel is used all through the exhaust system for glorious durability. The Accord Crosstour's exhaust system is customized primarily based on whether or not the vehicle is front-wheel-drive or four-wheel-drive. The entrance-wheel-drive exhaust system makes use of one giant and one small resonator prior to the splitter that goes to each muffler. For packaging concerns with the propeller shaft and gas tank on four-wheel drive models, two smaller resonators are placed after the splitter that divides the exhaust route to every rear muffler. Each exhaust methods obtain the identical stream charge of 135 l/s. Key contributors to the engine's low emissions efficiency are its excessive-efficiency catalytic converters. The engine has its exhaust manifolds cast immediately into the aluminum alloy cylinder heads to cut back weight and place every primary catalytic converter as shut as possible to the combustion chambers. High-efficiency shut-coupled converters mount on to the exhaust port of each cylinder head for terribly fast converter activation after engine startup. A third converter is positioned shortly downstream, beneath the passenger compartment floor. Each converters use a skinny-wall design that will increase inner response area and improves efficiency. Powertrain Management Unit (PCU) A 32-bit, 96MHz powertrain management unit (PCU) inside the powertrain management module calculates injection timing and duration after assessing an array of sensor indicators: crankshaft and camshaft position, throttle position, coolant temperature, intake manifold strain and temperature, atmospheric pressure and exhaust-fuel oxygen content. The PCU controls the Programmed Gasoline Injection (PGM-FI) and i-VTEC valvetrain and in addition communicates with processors that regulate the 5-speed automatic transmission. Drive-By-Wire (DBW) Throttle System™ The Accord Crosstour's drive-by-wire throttle system uses sensible electronics instead of a conventional cable system to connect the throttle pedal to the throttle butterfly within the intake tract. In addition to permitting 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 monitors throttle pedal position, throttle butterfly place, automobile pace, engine speed and engine vacuum. This information is used to define the throttle management sensitivity. Programmed Fuel Injection (PGM-FI) The Accord Crosstour's PGM-FI frequently adjusts the fuel delivery to yield one of the best mixture of energy, low gasoline consumption and low emissions. A number of sensors always monitor Blog vital operating parameters, akin to throttle place, intake air temperature, coolant temperature, ambient air pressure, consumption airflow volume, intake manifold pressure, exhaust air-gasoline ratio and the position of the crankshaft and cams. Direct Ignition and Detonation/Knock Control The Powertrain Control Unit (PCU) displays engine features to find out the best spark timing. An engine-block mounted acoustic detonation/knock sensor "listens" to the engine, and primarily based on this input, the PCU retards the ignition timing to prevent doubtlessly damaging detonation. An ignition coil unit for each cylinder is positioned above each spark plug's entry bore. Common Unleaded Gas To maintain working costs at a minimal, all Accord models are designed to make use of relatively less-costly common unleaded gas, thanks to compact four-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 conditions (tracked by the PCU). When determining correct maintenance intervals, the system minimizes proprietor guesswork about whether or not the car is being operated in customary or extreme conditions. The Accord Crosstour's Upkeep Minder information appears in the odometer show, and signifies when to change the oil, oil filter (each other oil change), air cleaner, transmission fluid, spark plugs, coolant, Real Time 4WD differential fluid in addition to when to rotate the tires. A tune-up isn't required until about one hundred,000 miles. (100K+/- Miles No Scheduled Tune-ups may fluctuate with driving conditions. Does not apply to fluid and filter changes. Exact mileage is set by actual driving conditions. The proprietor's guide comprises full particulars). Long-life fluids have been used for diminished maintenance costs and environmental affect (fluid disposal). In consequence, engine coolant modifications are needed about every 10 years or approximately one hundred,000 miles, and engine oil adjustments are required round 7,500 miles beneath normal driving conditions, or annually if fewer miles are pushed per year. The maintenance minder system calculates the precise miles between service intervals. 5-Speed Computerized Transmission with Grade Logic Management The Accord Crosstour's 5-speed computerized transmission has several options engineered particularly to match its efficiency necessities, together with extra-wide gear ratios for good low-finish response and comfortable freeway cruising; a pc-controlled lock-up torque converter; a inflexible alloy case; and a 4-shaft design. Honda Grade Logic Management expertise is designed to carry the car in a decrease gear when climbing or descending a steep grade for improved performance. The transmission features an expanded complement of smart logic controls. A pc-controlled lock-up torque converter is offered to maximise 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 offered for first gear to smooth upshift quality. A direct-control technique is used to provide real-time stress administration of the transmission's clutches. Numerous management strategies exclusive to the Accord Crosstour are utilized to permit for smooth coordination of engine and transmission operations. For example, the driveline shock that often accompanies gear modifications is minimized by momentarily reducing engine torque during shifting. 2010 Honda Accord Crosstour 5-speed computerized transmission To scale back gear "hunting" and unnecessary shifting, Grade Logic Control and Shift Maintain Control programs are integrated into the shift programming of Accord computerized transmissions. Grade Logic Control alters the 5-pace automatic's shift schedule, lowering shift frequency while traveling uphill or downhill. Utilizing inputs monitoring throttle place, automobile velocity and acceleration/deceleration, Grade Logic compares the working parameters with a digital map stored in the transmission computer. When the system determines the Accord is on a hill, the shift schedule is adjusted to automatically hold the transmission in a decrease gear for better climbing power or elevated downhill engine braking.
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