adrieldenzel
11-25-2008, 11:35 PM
Next-generation diesel meets the strictest emissions requirements.
The brilliant thing about Honda's new clean diesel technology is that it does nothing to alter the character of the company's existing 2.2-liter i-CTDi engine as found in the European Accord, which is much like our Acura TSX. It is still a torquey little devil, with a baritone growl and pretty strong acceleration after a slightly soft step-off. In Honda's new clean-diesel application, the engine's combustion chamber configuration was optimized for a cleaner burn, the injection time was reduced by a new 29,000-psi common-rail system, and the exhaust gas recirculation (EGR) system efficiency was improved.
http://l.yimg.com/us.yimg.com/i/us/aut/ph/gc/cardriver_30_img2.jpg
But the real big deal in this engine is a new dual-layer NOx catalyst (which supplements the existing carbon-monoxide and hydrocarbon-oxidizing catalyst and particulate trap systems) to help meet stringent EPA Tier 2 Bin 5 emissions regulations. This appears to address the diesel engine's conspicuous failure to match the gasoline engine's low NOx production. Gasoline engines run at a carefully controlled stoichiometric air-fuel ratio and the exhaust gases are treated by a three-way catalyzation process which reduces NOx by about 99 percent.
This is impossible in the oxygen-rich environment of a lean-burn diesel engine, where three-way catalysts achieve perhaps a 10-percent reduction in NOx. In response, some manufacturers have been employing urea-injection systems to reduce NOx emissions. But not Honda.
Here is a link that might be useful: [link removed by moderator because it was spam]
The brilliant thing about Honda's new clean diesel technology is that it does nothing to alter the character of the company's existing 2.2-liter i-CTDi engine as found in the European Accord, which is much like our Acura TSX. It is still a torquey little devil, with a baritone growl and pretty strong acceleration after a slightly soft step-off. In Honda's new clean-diesel application, the engine's combustion chamber configuration was optimized for a cleaner burn, the injection time was reduced by a new 29,000-psi common-rail system, and the exhaust gas recirculation (EGR) system efficiency was improved.
http://l.yimg.com/us.yimg.com/i/us/aut/ph/gc/cardriver_30_img2.jpg
But the real big deal in this engine is a new dual-layer NOx catalyst (which supplements the existing carbon-monoxide and hydrocarbon-oxidizing catalyst and particulate trap systems) to help meet stringent EPA Tier 2 Bin 5 emissions regulations. This appears to address the diesel engine's conspicuous failure to match the gasoline engine's low NOx production. Gasoline engines run at a carefully controlled stoichiometric air-fuel ratio and the exhaust gases are treated by a three-way catalyzation process which reduces NOx by about 99 percent.
This is impossible in the oxygen-rich environment of a lean-burn diesel engine, where three-way catalysts achieve perhaps a 10-percent reduction in NOx. In response, some manufacturers have been employing urea-injection systems to reduce NOx emissions. But not Honda.
Here is a link that might be useful: [link removed by moderator because it was spam]