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Accord's V-6 engine is inherently very smooth and has compact general dimensions that enable environment friendly packaging within the vehicle.

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The Honda Accord Crosstour comes normal with a 271 horsepower V-6 engine, a 5-pace Florida Honda automated transmission and is available with the corporate's revolutionary 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 were developed and refined on previous Honda vehicles. With its 60-degree V-angle, the Accord's V-6 engine is inherently very easy and has compact overall dimensions that allow environment friendly packaging within the vehicle. The automated transmission includes a new G-power hold control feature along 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
* Customary 5-pace automated transmission and out there 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 Options

* Expanded VCM engagement range for improved total gasoline New Honda's effectivity
* Latest model of Active Management Engine Mounts
* Newest version of Energetic Lockup Torque Converter
* Automated transmission lateral G-pressure gear hold control (Honda brand first)
* Automated RPM rev-matching when downshifting (Honda brand first)

Engine Structure
The Accord Crosstour's engine is an advanced 3.5-liter, SOHC, 24-valve, 60-degree, V-6, aluminum-block-and-head design that is compact, Auto Specials light-weight and powerful. The i-VTEC valvetrain and excessive effectivity intake manifold optimize cylinder-filling efficiency throughout a variety of engine speeds. Low-restriction intake and exhaust techniques, a 10.5:1 compression ratio and roller-kind rocker arms further support efficiency and power delivery across a broad RPM range.

The Accord Crosstour's V-6 has a die-forged lightweight aluminum alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin casting course of, the skinny-wall liners are excessive in strength and low in porosity. The block incorporates a deep-skirt design with 4 bolts per bearing cap for inflexible crankshaft support and minimized noise and vibration. Both the block and caps are warmth treated for higher strength.

A cast metal crankshaft is used for optimum power, rigidity and sturdiness with minimal weight. As a substitute of heavier nuts and bolts, connecting rod caps are secured in place with smaller, high-tensile-strength fasteners that screw directly into the connecting rod. Brief-skirt, forged-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 by way of an automatically tensioned toothed belt. Fabricated from low-stress solid, low-porosity aluminum, each cylinder head incorporates an integrated exhaust manifold to reduce elements depend, enhance stream and optimize the situation of the shut-coupled catalyst on every cylinder bank.

The cylinder head employs 4-valve combustion chambers, the most effective approach to optimum efficiency with wonderful gas Schedule Service effectivity and really low emissions. Valves are clustered near the middle of the bore to minimize combustion chamber volume and to supply ample squish area. The 10.5:1 compression ratio helps maximize thermal efficiency, power output and fuel efficiency. One centrally situated camshaft per cylinder financial institution is pushed by a fiberglass-bolstered toothed belt. Head gaskets are made of high-energy materials to contain combustion pressures.

i-VTEC with three-stage Variable Cylinder Management™ (VCM™)
To help enhance the gas efficiency of the V-6 engine, it incorporates the newest era of Honda's VCM, which expands the operational vary of cylinder activation compared to 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 commonplace on both two-wheel-drive and 4-wheel-drive models.

During startup, acceleration or when climbing hills - any time excessive power output is required - the engine operates on all six cylinders. Throughout moderate velocity cruising and at low engine loads, the system operates just one Order Parts bank of three cylinders. For average acceleration, increased-pace cruising and gentle 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 second to moment. For the reason that system robotically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses related to consumption and exhaust are eradicated and gasoline efficiency increases. The VCM system combines most performance and most gas effectivity - two characteristics that don't sometimes coexist in typical engines.

VCM deactivates particular cylinders by utilizing the VTEC (Variable Valve-Timing and Lift Electronic Management) system to close the intake and exhaust valves while concurrently the Powertrain Management Module cuts gas to these cylinders. When operating on three cylinders, the rear cylinder bank is shut down. When working on four cylinders, the left and heart cylinders of the front bank function, and the suitable and heart cylinders of the rear financial institution operate.

The spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and stop fouling induced from incomplete combustion throughout cylinder re-activation. The system is electronically controlled, and uses particular built-in spool valves that do double responsibility as rocker-shaft holders in the cylinder heads. Based on instructions from the system's digital control unit, the spool valves selectively direct oil strain to the rocker arms for particular cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.

The VCM system monitors throttle position, vehicle speed, engine velocity, automatic-transmission gear choice and different components to determine the right Auto Finance cylinder activation scheme for the working conditions. As well as, the system determines whether engine oil stress is suitable for VCM switching and whether or not catalytic-converter temperature will stay within the proper range. To clean 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 six-cylinder operation is unnoticeable to the driver.

Lively Management Engine Mounts (ACM)
See the body part for data on the Lively Management Engine Mounts.

High-Movement Exhaust System with Dual Shops
A low-restriction, high-output, exhaust system is crucial to environment friendly energy and torque production. A totally new exhaust system on the Accord accommodates its increased energy output. Tubing diameter has been increased and new dual silencers are used. High-chromium stainless steel is used throughout the exhaust system for glorious durability. The Accord Crosstour's exhaust system is personalized based on whether the car is front-wheel-drive or 4-wheel-drive. The front-wheel-drive exhaust system utilizes one large and one small resonator previous to the splitter that goes to each muffler. For packaging considerations with the propeller shaft and gas tank on four-wheel drive models, two smaller resonators are positioned after the splitter that divides the exhaust route to each rear muffler. Both exhaust programs achieve the identical move fee of a hundred thirty five l/s.

Key contributors to the engine's low emissions efficiency are its high-effectivity catalytic converters. The engine has its exhaust manifolds forged immediately into the aluminum alloy cylinder heads to cut back weight and position each major catalytic converter as shut as attainable to the combustion chambers. High-efficiency close-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 thin-wall design that increases internal response area and improves efficiency.

Powertrain Control Unit (PCU)
A 32-bit, 96MHz powertrain control unit (PCU) within the powertrain management module calculates injection timing and length after assessing an array of sensor signals: crankshaft and camshaft place, throttle place, coolant temperature, consumption manifold pressure and temperature, atmospheric strain and exhaust-gas oxygen content. The PCU controls the Programmed Gas Injection (PGM-FI) and that i-VTEC valvetrain and also communicates with processors that regulate the five-pace 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 traditional cable system to attach the throttle pedal to the throttle butterfly in the consumption tract. Apart from permitting engineers to program the relationship between throttle pedal motion and engine response, the system optimizes engine response to go well with driving conditions. The system screens throttle pedal position, throttle butterfly position, vehicle speed, engine pace and engine vacuum. This data is used to outline the throttle management sensitivity.

Programmed Gasoline Injection (PGM-FI)
The Accord Crosstour's PGM-FI continually adjusts the gas delivery to yield the best combination of power, low fuel consumption and low emissions. Multiple sensors constantly monitor Blog essential working parameters, resembling throttle place, intake air temperature, coolant temperature, ambient air stress, consumption airflow volume, consumption manifold stress, exhaust air-gasoline ratio and the position of the crankshaft and cams.

Direct Ignition and Detonation/Knock Control
The Powertrain Management Unit (PCU) screens engine capabilities to determine the 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 stop potentially damaging detonation. An ignition coil unit for each cylinder is positioned above each spark plug's entry bore.

Regular Unleaded Gas
To maintain working costs at a minimum, all Accord models are designed to make use of relatively less-costly common unleaded gasoline, due to compact 4-valve combustion chambers and precise Contact Us gasoline injection and spark control.

Maintenance Minder System and Tune-Up Intervals
The Accord Crosstour's Upkeep Minder system calculates the engine's tune-up schedule based mostly on driving conditions (tracked by the PCU). When figuring out proper upkeep intervals, the system minimizes owner guesswork about whether or not the automobile is being operated in normal or severe conditions. The Accord Crosstour's Maintenance Minder info appears in the odometer show, and signifies when to alter the oil, oil filter (every other 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 is not required till about 100,000 miles. (100K+/- Miles No Scheduled Tune-ups might range with driving conditions. Does not apply to fluid and filter changes. Precise mileage is decided by actual driving conditions. The owner's manual contains full details). Lengthy-life fluids have been used for lowered upkeep prices and environmental impression (fluid disposal). Consequently, engine coolant changes are wanted about each 10 years or roughly a hundred,000 miles, and engine oil adjustments are required round 7,500 miles beneath regular driving situations, or annually if fewer miles are driven per year. The maintenance minder system calculates the precise miles between service intervals.

5-Velocity Automated Transmission with Grade Logic Management
The Accord Crosstour's 5-velocity automated transmission has several features engineered specifically to match its efficiency requirements, together with additional-extensive gear ratios for good low-finish response and cozy highway cruising; a computer-managed lock-up torque converter; a rigid alloy case; and a four-shaft design. Honda Grade Logic Control expertise is designed to hold the vehicle in a lower gear when climbing or descending a steep grade for improved performance.

The transmission options 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 supplied for first gear to clean upshift quality. A direct-management strategy is used to provide real-time strain management 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 often accompanies gear modifications is minimized by momentarily decreasing engine torque during shifting.

2010 Honda Accord Crosstour 5-speed automatic transmission

To scale back gear "searching" and pointless shifting, Grade Logic Control and Shift Hold Control methods are integrated into the shift programming of Accord computerized transmissions. Grade Logic Control alters the 5-pace automated's shift schedule, lowering shift frequency while touring uphill or downhill. Utilizing inputs monitoring throttle position, automobile pace and acceleration/deceleration, Grade Logic compares the operating parameters with a digital map stored within 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 energy or elevated downhill engine braking.

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