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The Honda Accord Crosstour comes standard with a 271 horsepower V-6 engine, a 5-pace Florida Honda automatic transmission and is out there with the company's modern Real Time™ 4WD system. The 3.5-liter, 24-valve SOHC i-VTEC powerplant with Variable Cylinder Management (VCM) that builds on applied sciences which were developed and refined on earlier Honda vehicles. With its 60-diploma V-angle, the Accord's V-6 engine is inherently very easy and has compact general dimensions that permit environment friendly packaging within the vehicle. The automatic transmission features a new G-pressure maintain management characteristic together with an RPM rev-matching featuring when downshifting. Powertrain Summary * 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 accessible Real Time 4WD * Metropolis/highway Used Cars gasoline economic system of 18/27 miles per gallon (2WD)1 * Emissions: ULEV-2 (CARB) / Tier 2, Bin 5 (Federal) New Expertise and Unique Options * Expanded VCM engagement range for improved general gas New Honda's efficiency * Newest version of Active Control Engine Mounts * Newest version of Active Lockup Torque Converter * Automatic transmission lateral G-force gear hold control (Honda brand first) * Computerized RPM rev-matching when downshifting (Honda model first) Engine Structure The Accord Crosstour's engine is an advanced 3.5-liter, SOHC, 24-valve, 60-diploma, V-6, aluminum-block-and-head design that is compact, Auto Specials lightweight and powerful. The i-VTEC valvetrain and excessive effectivity consumption manifold optimize cylinder-filling effectivity across a variety of engine speeds. Low-restriction intake and exhaust methods, a 10.5:1 compression ratio and curler-type rocker arms additional support efficiency and power delivery throughout a broad RPM range. The Accord Crosstour's V-6 has a die-forged light-weight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin casting process, the skinny-wall liners are excessive in energy and low in porosity. The block incorporates a deep-skirt design with 4 bolts per bearing cap for rigid crankshaft help and minimized noise and vibration. Each the block and caps are heat treated for better strength. A cast metal crankshaft is used for maximum power, rigidity and sturdiness with minimum weight. As a substitute of heavier nuts and bolts, connecting rod caps are secured in place with smaller, excessive-tensile-energy fasteners that screw instantly into the connecting rod. Short-skirt, forged-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 other Honda V-6 powerplants, the Accord Crosstour V-6 cylinder heads are a single-overhead-camshaft design, with the cams pushed by the crankshaft via an routinely tensioned toothed belt. Fabricated from low-stress solid, low-porosity aluminum, every cylinder head incorporates an integrated exhaust manifold to cut back components count, improve flow and optimize the location of the close-coupled catalyst on every cylinder bank. The cylinder head employs 4-valve combustion chambers, the best approach to optimum efficiency with wonderful gasoline Schedule Service effectivity and really low emissions. Valves are clustered close to the middle 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 fuel efficiency. One centrally located camshaft per cylinder financial institution is driven by a fiberglass-bolstered toothed belt. Head gaskets are product of excessive-energy materials to include combustion pressures. i-VTEC with three-stage Variable Cylinder Management™ (VCM™) To assist improve the gas 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, four 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 high energy output is required - the engine operates on all six cylinders. Throughout reasonable velocity cruising and at low engine masses, the system operates only one Order Parts bank of three cylinders. For reasonable acceleration, greater-pace cruising and delicate 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. Since the system routinely closes each the consumption and exhaust valves of the cylinders that aren't used, pumping losses related to consumption and exhaust are eliminated and gasoline effectivity increases. The VCM system combines maximum efficiency and most fuel effectivity - two characteristics that do not usually coexist in standard engines. VCM deactivates particular cylinders through the use of the VTEC (Variable Valve-Timing and Raise Electronic Management) system to close the consumption and exhaust valves whereas concurrently the Powertrain Management Module cuts fuel to these cylinders. When operating on three cylinders, the rear cylinder financial institution is shut down. When working on 4 cylinders, the left and middle cylinders of the entrance financial institution operate, and the right and middle cylinders of the rear bank operate. The spark plugs proceed to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion throughout cylinder re-activation. The system is electronically controlled, and makes use of special built-in spool valves that do double duty as rocker-shaft holders in the cylinder heads. Primarily based on instructions from the system's electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for particular cylinders. This oil pressure in flip drives synchronizing pistons that connect and disconnect the rocker arms. The VCM system displays throttle place, car velocity, engine speed, automated-transmission gear selection and different components to determine the right Auto Finance cylinder activation scheme for the working conditions. In addition, the system determines whether engine oil strain is suitable for VCM switching and whether or not catalytic-converter temperature will stay in 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-, 4-, and 6-cylinder operation is unnoticeable to the driver. Energetic Management Engine Mounts (ACM) See the physique section for info on the Active Management Engine Mounts. High-Circulate Exhaust System with Twin Outlets A low-restriction, high-output, exhaust system is crucial to efficient power and torque production. A totally new exhaust system on the Accord accommodates its increased power output. Tubing diameter has been elevated and new dual silencers are used. Excessive-chromium stainless-steel is used all through the exhaust system for glorious durability. The Accord Crosstour's exhaust system is personalized based on whether or not the vehicle is entrance-wheel-drive or four-wheel-drive. The front-wheel-drive exhaust system makes use of one massive 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. Each exhaust systems achieve the same movement fee of a hundred thirty five l/s. Key contributors to the engine's low emissions efficiency are its excessive-efficiency catalytic converters. The engine has its exhaust manifolds cast directly into the aluminum alloy cylinder heads to reduce weight and place each main catalytic converter as shut as potential to the combustion chambers. High-effectivity shut-coupled converters mount on to the exhaust port of every cylinder head for terribly speedy 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 inside response area and improves efficiency. Powertrain Management Unit (PCU) A 32-bit, 96MHz powertrain management unit (PCU) throughout the powertrain management module calculates injection timing and length after assessing an array of sensor alerts: crankshaft and camshaft place, throttle position, coolant temperature, consumption manifold stress and temperature, atmospheric strain and exhaust-fuel oxygen content. The PCU controls the Programmed Fuel Injection (PGM-FI) and that i-VTEC valvetrain and likewise communicates with processors that regulate the five-velocity computerized transmission. Drive-By-Wire (DBW) Throttle System™ The Accord Crosstour's drive-by-wire throttle system makes use of good electronics as an alternative of a conventional cable system to connect the throttle pedal to the throttle butterfly within the intake tract. Apart from permitting engineers to program the relationship between throttle pedal motion and engine response, the system optimizes engine response to swimsuit driving conditions. The system monitors throttle pedal place, throttle butterfly position, vehicle velocity, engine speed and engine vacuum. This data is used to outline the throttle management sensitivity. Programmed Gas Injection (PGM-FI) The Accord Crosstour's PGM-FI regularly adjusts the gas delivery to yield the perfect combination of power, low gasoline consumption and low emissions. A number of sensors always monitor Blog important operating parameters, equivalent to throttle position, consumption air temperature, coolant temperature, ambient air strain, consumption airflow quantity, intake manifold pressure, exhaust air-fuel ratio and the position of the crankshaft and cams. Direct Ignition and Detonation/Knock Management The Powertrain Management Unit (PCU) screens engine capabilities to find out the best spark timing. An engine-block mounted acoustic detonation/knock sensor "listens" to the engine, and based on this input, the PCU retards the ignition timing to stop probably damaging detonation. An ignition coil unit for every cylinder is positioned above each spark plug's entry bore. Regular Unleaded Gas To maintain operating prices at a minimum, all Accord fashions are designed to make use of relatively less-costly regular unleaded gas, because of compact four-valve combustion chambers and exact Contact Us gasoline injection and spark control. Upkeep Minder System and Tune-Up Intervals The Accord Crosstour's Maintenance Minder system calculates the engine's tune-up schedule based mostly 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 Maintenance Minder information appears within the odometer display, and signifies when to vary the oil, oil filter (each other oil change), air cleaner, transmission fluid, spark plugs, coolant, Actual Time 4WD differential fluid in addition to when to rotate the tires. A tune-up just isn't required until about 100,000 miles. (100K+/- Miles No Scheduled Tune-ups might fluctuate with driving conditions. Doesn't apply to fluid and filter changes. Exact mileage is decided by actual driving conditions. The owner's handbook accommodates full particulars). Lengthy-life fluids have been used for reduced maintenance prices and environmental influence (fluid disposal). In consequence, engine coolant changes are needed about each 10 years or roughly 100,000 miles, and engine oil changes are required around 7,500 miles beneath regular driving situations, or annually if fewer miles are driven per year. The maintenance minder system calculates the exact miles between service intervals. 5-Velocity Automatic Transmission with Grade Logic Management The Accord Crosstour's 5-pace automated transmission has a number of features engineered specifically to match its performance requirements, together with additional-extensive gear ratios for good low-finish response and comfortable freeway cruising; a computer-managed lock-up torque converter; a rigid alloy case; and a four-shaft design. Honda Grade Logic Control know-how is designed to carry the car in a lower gear when climbing or descending a steep grade for improved performance. The transmission features an expanded complement of sensible logic controls. A computer-controlled lock-up torque converter is supplied to maximise fuel efficiency. Torque-converter lock-up and shift timing are each managed by a CPU working in cooperation with the engine's central processing unit. An over-running clutch is provided for first gear to clean upshift quality. A direct-control technique is used to offer actual-time pressure administration of the transmission's clutches. Varied control methods unique to the Accord Crosstour are utilized to permit for easy coordination of engine and transmission operations. For example, the driveline shock that usually accompanies gear modifications is minimized by momentarily decreasing engine torque throughout shifting. 2010 Honda Accord Crosstour 5-velocity computerized transmission To cut back gear "searching" and unnecessary shifting, Grade Logic Management and Shift Maintain Control programs are built-in into the shift programming of Accord automated transmissions. Grade Logic Control alters the 5-velocity computerized's shift schedule, reducing shift frequency whereas touring uphill or downhill. Utilizing inputs monitoring throttle place, vehicle pace 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 routinely maintain the transmission in a lower gear for higher climbing energy or increased downhill engine braking.
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