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The Honda Accord Crosstour comes customary with a 271 horsepower V-6 engine, a 5-speed Florida Honda automated transmission and is obtainable with the company's innovative 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-degree V-angle, the Accord's V-6 engine is inherently very easy and has compact general dimensions that permit efficient packaging throughout the vehicle. The automated transmission features a new G-force hold control function together with an RPM rev-matching that includes 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 * Normal 5-speed automatic transmission and available Real Time 4WD * City/highway Used Cars fuel financial system of 18/27 miles per gallon (2WD)1 * Emissions: ULEV-2 (CARB) / Tier 2, Bin 5 (Federal) New Expertise and Unique Features * Expanded VCM engagement range for improved general gasoline New Honda's efficiency * Newest version of Energetic Management Engine Mounts * Latest version of Active Lockup Torque Converter * Automatic transmission lateral G-force gear hold control (Honda model first) * Automatic 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-diploma, V-6, aluminum-block-and-head design that's compact, Auto Specials light-weight and powerful. The i-VTEC valvetrain and excessive effectivity consumption 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-sort rocker arms additional support efficiency and energy supply across a broad RPM range. The Accord Crosstour's V-6 has a die-forged lightweight aluminum alloy block with solid-in-place iron cylinder liners. Made with a centrifugal spin casting process, the skinny-wall liners are high 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 heat handled for better strength. A solid metal crankshaft is used for maximum energy, 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-power fasteners that screw immediately into the connecting rod. Brief-skirt, forged-aluminum, flat-top 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 pushed by the crankshaft by way of an robotically tensioned toothed belt. Fabricated from low-pressure forged, low-porosity aluminum, each cylinder head incorporates an built-in exhaust manifold to cut back components depend, enhance stream and optimize the placement of the close-coupled catalyst on every cylinder bank. The cylinder head employs 4-valve combustion chambers, one of the best approach to optimum efficiency with wonderful gas Schedule Service effectivity and very low emissions. Valves are clustered near the middle of the bore to attenuate combustion chamber quantity and to offer ample squish area. The 10.5:1 compression ratio helps maximize thermal efficiency, energy output and gasoline efficiency. One centrally positioned camshaft per cylinder bank is pushed by a fiberglass-bolstered toothed belt. Head gaskets are manufactured from excessive-strength materials to include combustion pressures. i-VTEC with 3-stage Variable Cylinder Administration™ (VCM™) To help enhance the gas effectivity of the V-6 engine, it incorporates the most recent era 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 both two-wheel-drive and 4-wheel-drive models. During startup, acceleration or when climbing hills - any time excessive energy output is required - the engine operates on all six cylinders. During average speed cruising and at low engine masses, the system operates only one Order Parts financial institution of three cylinders. For reasonable acceleration, greater-velocity cruising and delicate hills, the engine operates on 4 cylinders. With three operating modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that aren't used, pumping losses associated with consumption and exhaust are eradicated and fuel efficiency increases. The VCM system combines most efficiency and maximum gas efficiency - two traits that do not usually coexist in typical engines. VCM deactivates specific cylinders by utilizing the VTEC (Variable Valve-Timing and Lift Electronic Control) system to close the intake and exhaust valves while concurrently the Powertrain Control Module cuts gas to these cylinders. When working on three cylinders, the rear cylinder bank is shut down. When working on four cylinders, the left and middle cylinders of the entrance financial institution operate, and the appropriate and middle cylinders of the rear financial institution operate. The spark plugs continue to fireside 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 duty as rocker-shaft holders within the cylinder heads. Based on commands from the system's electronic management unit, the spool valves selectively direct oil stress 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 monitors throttle position, vehicle pace, engine pace, computerized-transmission gear choice and other factors to determine the right Auto Finance cylinder activation scheme for the working conditions. In addition, the system determines whether engine oil pressure is appropriate for VCM switching and whether catalytic-converter temperature will stay within the correct range. To smooth 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. In consequence, the transition between three-, four-, and six-cylinder operation is unnoticeable to the driver. Active Management Engine Mounts (ACM) See the body part for data on the Energetic Control Engine Mounts. Excessive-Movement Exhaust System with Dual Shops A low-restriction, high-output, exhaust system is essential to environment friendly power and torque production. A totally new exhaust system on the Accord accommodates its increased power output. Tubing diameter has been increased and new twin silencers are used. Excessive-chromium chrome steel is used all through the exhaust system for glorious durability. The Accord Crosstour's exhaust system is customized primarily based on whether the vehicle is front-wheel-drive or 4-wheel-drive. The entrance-wheel-drive exhaust system makes use of one massive and one small resonator previous to the splitter that goes to every muffler. For packaging considerations with the propeller shaft and gasoline tank on 4-wheel drive fashions, two smaller resonators are placed after the splitter that divides the exhaust route to each rear muffler. Each exhaust systems achieve the same movement charge of a hundred thirty five l/s. Key contributors to the engine's low emissions performance are its high-efficiency catalytic converters. The engine has its exhaust manifolds cast straight into the aluminum alloy cylinder heads to scale back weight and place every primary catalytic converter as close as possible to the combustion chambers. Excessive-effectivity shut-coupled converters mount on to the exhaust port of every cylinder head for terribly speedy converter activation after engine startup. A 3rd converter is positioned shortly downstream, beneath the passenger compartment floor. Both converters use a thin-wall design that will increase internal response space and improves efficiency. Powertrain Control 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 position, throttle position, coolant temperature, consumption manifold stress and temperature, atmospheric stress and exhaust-gas oxygen content. The PCU controls the Programmed Gas Injection (PGM-FI) and i-VTEC valvetrain and also communicates with processors that regulate the 5-speed automated transmission. Drive-By-Wire (DBW) Throttle System™ The Accord Crosstour's drive-by-wire throttle system uses sensible electronics as a substitute of a standard cable system to attach the throttle pedal to the throttle butterfly in the intake tract. Apart from 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 screens throttle pedal place, throttle butterfly place, automobile velocity, engine speed and engine vacuum. This information is used to define the throttle management sensitivity. Programmed Gasoline Injection (PGM-FI) The Accord Crosstour's PGM-FI frequently adjusts the gas delivery to yield the perfect mixture of energy, low fuel consumption and low emissions. Multiple sensors always monitor Blog critical operating parameters, such as throttle place, intake air temperature, coolant temperature, ambient air stress, consumption airflow quantity, intake manifold strain, exhaust air-fuel ratio and the place of the crankshaft and cams. Direct Ignition and Detonation/Knock Management The Powertrain Control Unit (PCU) monitors engine features to determine the perfect spark timing. An engine-block mounted acoustic detonation/knock sensor "listens" to the engine, and primarily based on this enter, the PCU retards the ignition timing to prevent doubtlessly damaging detonation. An ignition coil unit for each cylinder is positioned above every spark plug's entry bore. Common Unleaded Gas To keep operating prices at a minimal, all Accord models are designed to make use of comparatively much less-expensive common unleaded gas, thanks to compact four-valve combustion chambers and precise 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 owner guesswork about whether or not the automobile is being operated in standard or extreme conditions. The Accord Crosstour's Upkeep Minder information appears in the odometer display, and signifies when to alter the oil, oil filter (every different oil change), air cleaner, transmission fluid, spark plugs, coolant, Actual Time 4WD differential fluid as well as when to rotate the tires. A tune-up shouldn't be required until about a hundred,000 miles. (100K+/- Miles No Scheduled Tune-ups might vary with driving conditions. Doesn't apply to fluid and filter changes. Exact mileage is decided by actual driving conditions. The owner's handbook contains full particulars). Lengthy-life fluids have been used for diminished maintenance costs and environmental influence (fluid disposal). Because of this, engine coolant changes are wanted about every 10 years or approximately 100,000 miles, and engine oil modifications are required around 7,500 miles beneath regular driving circumstances, or annually if fewer miles are pushed per year. The upkeep minder system calculates the precise miles between service intervals. 5-Velocity Automated Transmission with Grade Logic Management The Accord Crosstour's 5-velocity automatic transmission has a number of features engineered specifically to match its performance requirements, including further-wide gear ratios for good low-finish response and cozy highway cruising; a computer-managed lock-up torque converter; a inflexible alloy case; and a four-shaft design. Honda Grade Logic Management know-how is designed to carry the automobile in a decrease gear when climbing or descending a steep grade for improved performance. The transmission features an expanded complement of good logic controls. A computer-controlled lock-up torque converter is supplied to maximise gasoline 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 provided for first gear to easy upshift quality. A direct-control strategy is used to supply real-time strain administration of the transmission's clutches. Various management methods exclusive to the Accord Crosstour are utilized to allow for clean coordination of engine and transmission operations. For instance, the driveline shock that always accompanies gear changes is minimized by momentarily reducing engine torque during shifting. 2010 Honda Accord Crosstour 5-speed automatic transmission To cut back gear "looking" and pointless shifting, Grade Logic Management and Shift Hold Control systems are integrated into the shift programming of Accord automated transmissions. Grade Logic Control alters the 5-pace computerized's shift schedule, lowering shift frequency while touring uphill or downhill. Using inputs monitoring throttle position, automobile speed and acceleration/deceleration, Grade Logic compares the operating 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 robotically hold the transmission in a lower gear for higher climbing power or increased downhill engine braking.
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