Civic Si 2.4-liter i-VTEC
Civic Hybrid 1.5-liter i-VTEC with IMA
Civic Sedan, Coupe, HF, Natural Gas 1.8-liter i-VTEC
Honda has prolonged been famous for a world-class engine record and a continual enrichment of creation and improvement. At a core of Honda’s powertrain engineering is a ongoing office of incomparable performance, extended fuel economy and low emissions. The 2012 Civic embodies this bid with a operation of gasoline, hybrid and Compressed Natural Gas (CNG) powertrains that offer singular solutions for opposite buyers.
For performance, a Civic’s operation of powertrains is led by a Civic Si with a new 201-horsepower, 2.4-liter i-VTEC 4 cylinder engine matched with a close-ratio 6-speed primer transmission. For limit fuel economy, a Civic Hybrid is powered by a 110-horsepower, ultra-efficient 1.5-liter i-VTEC 4 cylinder engine with Integrated Motor Assist (IMA) and a Continuously Variable Transmission (CVT). Designed as an all-around performer to accommodate a needs of a extended audience, a innovative 140-horsepower, 1.8-liter i-VTEC 4 cylinder engine is customary in a Civic Sedan, Civic Coupe and Civic HF. The Civic Sedan and Civic Coupe offer a choice of a customary 5-speed primer delivery (standard on sedan DX and LX and Standard on coupe DX, LX, EX ) or an permitted 5-speed involuntary transmission, while a Civic HF has a customary involuntary transmission. A various of a same 1.8-liter 4 cylinder engine develops 110 horsepower in a Compressed Natural Gas (CNG)-powered Civic Natural Gas, that comes with a customary 5-speed involuntary transmission.
- Ultimate High-Performance: Civic Si 2.4-liter i-VTEC DOHC I-4 engine
- 201 horsepower (2 percent increase)
- 170 lb-ft. of torque (22 percent increase)
- 22/31/25 estimated EPA city/highway/combined fuel economy (6MT)
- Ultimate Economy: Civic Hybrid 1.5-liter i-VTEC SOHC I-4 engine with Integrated Motor Assist
- 110 horsepower
- 127 lb-ft. of torque (3 percent increase)
- 44/44/44 EPA-estimated city/highway/combined fuel economy (CVT)
- All-Around Performance: Civic 1.8-liter i-VTEC SOHC I-4 engine
- 140 horsepower
- 128 lb-ft. of torque
- 28/39/32 EPA-estimated city/highway/combined fuel economy (5AT)
- High Fuel Efficiency Civic HF: 1.8-liter i-VTEC SOHC I-4 engine
- 140 horsepower
- 128 lb-ft. of torque
- 29/41/33 guess EPA city/highway/combined fuel economy (5AT)*
- Compressed Natural Gas (CNG) Civic Natural Gas: 1.8-liter i-VTEC SOHC I-4 engine
- 110 horsepower
- 106 lb-ft. of torque
- 27/38/31 guess EPA city/highway/combined fuel economy (5AT)*
- 6-speed primer delivery with limited-slip differential (exclusive on Civic Si)
- Continuously Variable Transmission (CVT) (exclusive on Civic Hybrid)
- 5-speed involuntary delivery (available on Civic Sedan and Civic Coupe; std. on Civic HF, Civic GX, Civic EX w/navi, EX-L)
- 5-speed primer delivery (standard on Civic Sedan DX and LX and Coupe DX, LX, EX)
Civic Si Powertrain
Available in possibly a coupe or sedan, a 2012 Civic Si is powered by a new 2.4-liter inline 4 cylinder engine that is a largest and many absolute in Civic story in America. A operation of innovative facilities assistance this new powerplant broach a cutting-edge multiple of performance, fuel efficiency, and low emissions. With a i-VTEC “intelligent” valve-control complement and new friction-reducing technologies and a Civic Si has prioritized refreshing acceleration, softened fuel economy and low empty emissions.
The Civic Si engine is a twin over cam (DOHC) all-aluminum, 2.4-liter inline 4-cylinder pattern that uses 16 valves, a i-VTEC complement and a specifically tuned high-volume intake manifold. The Civic Si produces 201 horsepower, adult 4 horsepower contra a 2.0-liter engine it replaces. A pivotal disproportion is a 0.4-liter incomparable displacement, that helps put a rise appetite during a some-more permitted 7000 rpm instead of a prior engine’s 7800 rpm peak. The augmenting banishment contributes to a estimable 22-percent boost in rise torque, reaching 170 lb-ft. during usually 4400 rpm, that is 1700 rpm rebate than a prior engine’s 139 lb-ft. during 6100 rpm.
Despite an boost in engine size, horsepower and torque, a 2012 Civic Si’s engine delivers an estimated EPA 1 mpg boost in city pushing (22 mpg) and a 2 mpg boost in highway pushing (31 mpg) compared to a 2011 Civic Si.
In gripping with Honda’s proven joining to a environment, a Civic Si engine meets despotic Ultra-Low Emission Vehicle (ULEV-2) tailpipe emissions standards.
The Civic Si is permitted exclusively with a 6-speed primer delivery propitious with a short-throw shifter assembly. Designed to be compress and lightweight, a 6-speed has also been engineered to yield a short, organisation and approach change action. The Civic Si also includes a purchase complement with a torsion resource that enhances excellence in terms of rendezvous and feel.
Civic Si Powertrain Summary
- Aluminum retard with cast-in iron liners for light weight and durability
- One-piece crankshaft conduit with iron categorical temperament caps for softened acerbity and durability
- Dual change shafts for well-developed smoothness
- High-strength joining rods with lightweight aluminum pistons that broach a 11.0:1 focus ratio
- 16-valve DOHC i-VTEC “intelligent” valve-control complement
- High opening camshafts with maintenance-free silent-chain camshaft drive
- High upsurge atmosphere intake complement
- Performance-tuned intake manifold
- Drive-by-Wire stifle control system
- Computer-controlled Programmed Fuel Injection (PGM-FI)
- Direct ignition system
- Torque rod engine mountain complement consists of an top and revoke torque rod, a hydraulic engine mountain and a front lamp stopper
- Maintenance Minder complement
- Maintenance-free twisted appendage expostulate with auto-tensioner
- EPA-estimated fuel economy of 22/31/25 mpg (city/highway/combined) (6MT)
- Ultra-Low Emission Vehicle (ULEV-2) emissions
6-Speed Manual Transmission
- Precise change feel with brief throws between gears
- Short clutch-pedal cadence for low bid use
- Helical-type limited-slip differential
Civic Si: Engine Block/Crankshaft and Low Friction Engine Design
The Civic Si engine facilities a compress aluminum cylinder retard with cast-in iron liners a pattern famous for a light weight, high rigidity, and glorious durability. The retard has a one-piece aluminum crankshaft carrier, that has ferrous-carbon inserts in a temperament caps for additional strength. Further adding strength is a stiff, cast-aluminum oil pan. The crankshaft is a rarely rigid, forged-steel pattern that uses a micro-polished aspect finish for reduced attrition and augmenting durability. In addition, a engine uses high-strength joining rods and crankshaft as good as high-compression cast-aluminum pistons. Compared to a smaller engine in a prior generation, a new Civic Si engine has a 1mm boost in gimlet (now 87mm) and a 13mm boost in cadence (now 99mm). Through a focus of new piston coatings and cylinder sleeve plateau honing, handling attrition is reduced. Plateau honing lowers a attrition turn between a pistons and a cylinders by formulating an ultra well-spoken surface. Plateau honing is a 2-stage machining slight that uses twin harsh processes instead of a some-more compulsory singular honing process. This also enhances a long-term wear characteristics of a engine. Ion-plated piston rings and low flexibility oil (0W-20) are also used to revoke friction.
Civic Si: i-VTEC Overview
The 2.4L inline 4-cylinder engine facilities a Honda i-VTEC “intelligent” valve control complement that pairs Variable Valve Timing and Lift Electronic Control (VTEC) with Variable Timing Control (VTC). The complement delivers softened low-rpm torque, refreshing high-rpm power, and superb fuel efficiency.
Civic Si: i-VTEC Valvetrain
The Civic Si engine uses an aluminum cylinder conduct propitious with twin over camshafts, 4-valves-per-cylinder and a i-VTEC valvetrain system. High opening camshafts are used that concede for assertive intake valve openings to boost a rate that atmosphere moves into a cylinder. The camshafts are operated by a silent-chain expostulate that helps yield smooth, polished performance.
The VTEC member of a i-VTEC complement adjusts a lift and era of intake valve opening to assistance a engine furnish both abounding low-rpm torque and glorious high-rpm power. At low rpm, VTEC provides valve timing and lift for best cylinder filling. In addition, a timing of a intake valves is staggered and their lift disproportionate formulating a whirl outcome within a explosion chambers. The outcome is augmenting bake speed with softened explosion stability. As engine rpm builds, VTEC transitions to a high-lift, long-duration cam form for softened high-rpm engine output.
The Civic Si uses a high-performance chronicle of VTEC that varies a lift and era of a intake valves for limit appetite output. At revoke rpm, a valves follow low lift, brief era camshaft profiles to assistance boost low-end torque. Above 5,000 rpm, a intake valves are operated by high-lift, long-duration cam profiles, for limit high-rpm horsepower. When total with VTC, both cam profiles assistance a Civic Si engine furnish a remarkably extended and well-spoken appetite rope with both glorious torque and horsepower.
Civic Si: VTC (Variable Timing Control)
The Civic Si’s i-VTEC complement adds VTC (Variable Timing Control) to VTEC for invariably non-static camshaft phasing opposite a engine’s whole appetite band. As engine rpm builds, a VTC actuator (controlled by an engine-control territory that monitors cam position, ignition timing, empty oxygen content, and stifle position) advances or retards a intake cam, optimizing engine outlay and shortening emissions.
During customary operation, a intake camshaft timing is roughly entirely dense during idle to assistance yield some-more fast waiting while shortening empty emissions (NOx). As rpm increases, a intake camshaft is advanced, opening a intake valves earlier and providing additional valve overlap. This formula in augmenting fuel economy (by shortening pumping losses) and a serve rebate in empty emissions (by formulating a large, middle empty gas re-circulation effect). Also, to beget additional appetite around a rpm range, a intake camshaft is invariably varying a volume of allege or retard, now adjusting to yield additional appetite as compulsory by a driver.
Civic Si: High-Flow Induction System
The initiation complement is designed for high upsurge as good as to emanate an assertive sound. The lightweight multiple intake plural has fixed-length intake runners that are tuned in length, hole and figure to yield an optimal mix of low-rpm torque and high-rpm response.
Civic Si: Drive-by-Wire Throttle Control
An electronic Drive-by-Wire stifle control complement helps raise a pushing impression of a Civic Si. With intelligent wiring joining a stifle pedal to a stifle physique trustworthy to a estuary of a intake manifold, a engine response can be optimized to fit a pushing conditions and to softened compare a driver’s expectations. The Civic Si uses a DC engine to control a stifle physique opening position in a intake tract. To settle a stream pushing conditions, a complement monitors apparatus such as pedal position, stifle position, automobile speed, engine speed and engine vacuum. This information is afterwards used to conclude a stifle control sensitivity.
Civic Si: Programmed Fuel Injection (PGM-FI)
The Si engine facilities Programmed Fuel Injection (PGM-FI) that uses an array of sensors to constantly guard a series of vicious handling variables, including stifle position, intake atmosphere temperature, H2O temperature, ambient atmosphere vigour (altitude), atmosphere flow, air/fuel ratio, along with a position of a crankshaft and camshafts. Special multi-hole fuel injectors mounted in a revoke intake plural mist directly toward a intake ports. The multi-hole injector pattern means that fuel drop stretch is reduced for softened fuel atomization, ensuing in softened cold continue start-up, softened fuel potency and aloft horsepower.
Civic Si: Direct Ignition System and Detonation Knock Control
A clever ignition hint is vicious to furnish clever appetite and revoke emissions. The 2.4L I-4 facilities a approach ignition complement that uses particular curl units for any cylinder that are positioned directly above any hint plug. The Powertrain Control Module (PCM) ceaselessly monitors several engine parameters to settle best hint timing formed on specific pushing conditions.
Additionally, a block-mounted acoustic eruption (knock) sensor sends information per any rotation, so that a engine can investigate any magnitude with high precision. This vigilance is sent to a PCM, that afterwards controls ignition timing as indispensable to assistance forestall damage.
Civic Si: Exhaust System
The Civic Si facilities an empty plural pattern that is integrated directly into a cylinder conduct casting. This singular pattern allows a high-density catalytic converter to be positioned really tighten to a cylinders for faster converter light-off after a cold engine start for reduced hydrocarbons and NOx. Emissions opening is serve softened interjection to a engine’s design, that positions a empty plural on a back of a enginewhich shortens a stretch that a empty gases contingency transport to a delegate catalytic converter, positioned downstream underneath a newcomer cell floor. To assistance boost engine torque, a high-flow, low backpressure empty complement is customary on a Civic Si. Large-diameter stainless-steel tubing used around a empty complement boost flow; over a under-floor catalytic converter, a empty complement passes by a pre-chamber (located underneath a second-row floorboards), and afterwards to a free-flow silencer propitious with a chrome empty finisher.
Civic Si: Noise, Vibration and Harshness (NVH) Control
In serve to a superb appetite and response, a Civic Si engine has been designed for class-leading fibre and refinement. The 2.4-liter, 4-cylinder engine employs such NVH-reducing facilities as a chain-driven balancer territory in a oil pan; ferrous-carbon inserts in a categorical temperament caps for combined rigidity; a one-piece crankshaft carrier; a wordless sequence cam drive; and a stiff, cast-aluminum oil pan. A torque-rod check complement trustworthy to a subframe helps revoke engine rocking and isolates powertrain NVH from a newcomer compartment. The torque-rod engine mountain complement consists of top and revoke torque rods trustworthy to a engine mountain and a front lamp stopper.
Civic Si: Maintenance Minder System
The Civic Si facilities as customary apparatus a Maintenance Minder complement that automatically monitors a vehicle’s handling condition. The motorist is alerted around a summary on a intelligent Multi-Information Display (i-MID) when upkeep is required. The complement helps discharge nonessential use stops, while ensuring that a automobile is scrupulously maintained.
The Maintenance Minder complement monitors handling conditions such as coolant and oil along with engine speed, and afterwards determines a correct use intervals. The Multi-Information Display shows a remaining commission of engine oil life, and a percentage-based countdown to a subsequent use is displayed when a automobile is within 15 percent of a finish of a use interval. The form of use compulsory is shown in an alphanumeric code, and if a use is missed, a i-MID indicates a coercion by arrangement past-due mileage. The complement can be reset manually by a owner, and monitors all normal use tools and systems, including oil and filter, air-cleaner, tire rotation, coolant, hint plugs, stop pads and more. Maintenance alerts are presented on a instrument cluster when a ignition is initial incited on, and not while driving.
Civic Si: 6-Speed Manual Transmission
To yield pushing enthusiasts with well-developed control and feel, a high-performance Civic Si is permitted exclusively with a short-throw, close-ratio 6-speed primer transmission. Compared to a 5-speed transmission, a 6-speed gearbox allows closer rigging ratio spacing. Such tighter rigging spacing enables a engine to work closer to a appetite rise during acceleration for softened performance.
The compress delivery box is expel of aluminum to revoke weight. Additionally, a rarely organisation casting helps damp out sound and vibration. Multi-cone synchronizers on First by Fourth gears revoke and well-spoken changeable effort. With a almost softened torque outlay of a new Si engine, a Second by Sixth rigging ratios have been done somewhat aloft (lower numerically). This allows a incomparable banishment engine to work absolutely in a heart of a powerband underneath acceleration and to revoke highway cruising rpm.
The close-ratio 6-speed primer delivery teams with a lightweight, high-capacity clutch, and a specifically designed purchase pedal public that delivers low-effort actuation and has a extended rendezvous rope for incomparable control and smoother launches.
Civic Si: Limited-Slip Front Differential
Powerful opening cars with compulsory “open” differentials can humour from extreme wheelspin, quite from a middle expostulate circle when cornering. The Civic Si’s helical-type limited-slip differential (LSD) helps protection that extreme wheelspin doesn’t happen, by putting some-more of a engine’s appetite effectively to a pavement.Under power, a limited-slip differential works to equate a speed of a twin expostulate wheels. The complement never thatch a speed of a twin expostulate wheels together as would a locking differential, though instead allows opposite circle speeds to accommodate a longer stretch a outdoor circle contingency transport when cornering. The LSD allows a Si to accelerate harder on surfaces with disproportionate traction, to beget reduced wheelspin when exiting corners, and to raise a vehicle’s responsiveness to stifle inputs in corners.
The tenure “helical” describes a approach a differential’s rigging teeth are cut that is during an angle to a gear’s shaft. Helical gears are quieter in operation and can broadcast incomparable torque than straight-cut (or spur) gears.
Civic Hybrid Powertrain
The fifth-generation Honda IMA complement in a Civic Hybrid now consists of a incomparable 1.5-liter i-VTEC 4-cylinder engine connected to a larger, some-more absolute electric engine and a Continuously Variable Transmission (CVT) to optimize a rpm of a engine and engine combination. The engine incorporates new friction-reducing technologies, and a new lithium-ion (Li-Ion) battery container grown specifically for a Civic Hybrid is used to constraint and store electricity for a electric motor. The complement uses a gasoline engine as a primary source of appetite and an electric engine provides additional appetite and electricity metamorphosis capability.
During acceleration, a engine or a engine and electric engine propel a vehicle. During cruising, a gasoline engine and/or a electric engine can propel a vehicle. During braking, a gasoline engine deactivates and a electric engine acts as generator to feed a battery pack. At a stop, a engine can enter an idle-stop mode to save fuel and revoke emissions, and a engine stays incited off until a stop pedal is released.
Compared to a prior Civic Hybrid, a fifth-generation Honda IMA powertrain provides stronger starting and overtaking acceleration compared to a predecessor, while a EPA-estimated fuel economy of 44 mpg city and 44 mpg highway offers an alleviation of 4 mpg in a city and 1 mpg on a highway. The gasoline engine and electric engine mix to furnish limit outlay of 110 horsepower @ 5500 rpm and 127 lb-ft. of torque @ 1000-3500 rpm.
Compared to a prior era Civic Hybrid, a new Hybrid has a same rise horsepower, though achieves it during 500 fewer rpm. The new Hybrid has gained 4 lb-ft of torque, and it is widespread over a far-reaching rpm range, from 1000 to 3500 rpm. The prior Civic Hybrid reached a rise torque between 1000 and 2500 rpm.
The upgraded, lighter electric engine is designed to yield adult to 23 horsepower, and is powered by a new lithium-ion battery complement that is some-more powerful, lighter and some-more compress than a Nickel-Metal-Hydride (NiMH) battery it replaces. The Powertrain Control Unit (PCU) has been newly grown to maximize a lithium-ion battery’s appetite and minimize appetite loss. Due to a IMA system’s incomparable appetite and a battery’s 35-percent boost in efficiency, a Civic Hybrid can work in EV mode a incomparable stretch than in a past.
Civic Hybrid Powertrain At-A-Glance
- 1.5-liter i-VTEC 4-cylinder engine
- Aluminum retard with skinny sleeve construction
- Compact singular over cam (SOHC) 8-valve conduct with i-VTEC-controlled Variable Cylinder Management (VCM)
- “Intelligent” Dual Sequential Ignition with twin hint plugs per cylinder
- Computer-controlled Programmed Fuel Injection (PGM-FI)
Integrated Motor Assist
- 23 horsepower (17 kilowatt) ultra-thin DC brushless motor
- Intelligent Power Unit (IPU)
- High-power lithium-ion battery
- Power Control Unit (PCU)
- Automatic Idle Stop
- Regenerative braking
Emissions / Fuel Economy
- Ultra Low Emissions Vehicle (ULEV-2)
- Partial-Zero Emissions Vehicle (AT-PZEV) (in CARB states)
- EPA-estimated fuel economy of 44/44/44 (city/highway/combined)
Continuously Variable Transmission
- Wide expostulate ratio for good low-end acceleration and a loose cruising
Civic Hybrid: Engine Block, Pistons and Connecting Rods
The aluminum engine retard and a middle components emanate a lightweight package with intensely low attrition qualities. To save weight, a retard incorporates a thin-sleeve cylinder gimlet construction. Friction shortening measures embody plateau honing, low attrition pistons, low-tensile force piston rings and homogeneous cylinder bores to assistance revoke piston parallel loads.
Plateau honing lowers a attrition turn between a pistons and a cylinders by formulating an ultra well-spoken surface. Plateau honing is a 2-stage machining slight that uses twin harsh processes instead of a some-more compulsory singular honing process. This also enhances a long-term wear characteristics of a engine. The outdoor skirts of lightweight aluminum pistons now underline a molybdenum coating practical in a singular dot-pattern application. The outcome is reduced altogether attrition as a pistons pierce within a cylinder bores.
Civic Hybrid: Cooling Control Spacer (CCS)
To revoke engine friction, a Civic Hybrid incorporates a new Cooling Control Spacer (CCS) in a H2O jackets surrounding a cylinders. Made of a creosote material, a CCS restricts a upsurge of engine coolant around portions of a cylinder bores to say a aloft cylinder temperature. This aloft feverishness causes a cylinder bores to raise slightly, augmenting a piston-to-wall clearway thereby shortening changeable friction. The outcome is a 0.8% to 1.0% boost in fuel efficiency.
Civic Hybrid Cylinder Head: 2-Stage i-VTEC with Variable Cylinder Management (VCM)
The Civic Hybrid uses a 2-Stage i-VTEC valve control complement that provides normal valve timing, and cylinder waiting functions to a advantage of low fuel consumption, high outlay and incomparable electrical metamorphosis capabilities.
The Civic Hybrid’s singular over camshaft (SOHC) cylinder conduct uses a compress sequence expostulate complement and a compact, low-friction VTEC valvetrain system. It uses a common rocker missile for both a intake and empty rocker arms; fixation all a rocker arms on one missile eliminates a need for a second rocker-arm shaft, so a valve resource can be lighter and some-more compact. To revoke friction, a rocker arms underline tips with drum followers.
The compress valvetrain allows for a fascinating slight angle (30-degrees) between a intake and empty valves, that allows for compress explosion chambers. The intake ports emanate a whirl outcome in a cylinder chambers that promotes a well-balanced and even air/fuel rebate as it enters a engine. This optimizes a air/fuel rebate for cleaner, some-more fit combustion.
The VCM allows a regenerative braking complement to retrieve as many appetite as probable during deceleration, while also permitting a electric engine to propel a automobile in certain steady-state cruising situations.
Since a electric motor, that also acts as an electric generator, is trustworthy directly to a crankshaft of a engine, a engine needs to yield as tiny insurgency as probable during deceleration to concede a generator to furnish a limit turn of electricity to assign a batteries. In a normal engine, a pumping transformation of a cylinders provides a assuage volume of resistance, or “engine braking,” during deceleration. VCM probably eliminates that effect, permitting a electric generator to recapture appetite and yield a gathering “engine braking” feel for a driver.
“Intelligent” Dual Sequential Ignition with Two Spark Plugs Per Cylinder
Twin hint retard consecutive ignition control is partial of a i-VTEC complement and helps foster an heated and fast explosion slight in a engine. The ignition control has 8 ignition coils that are exclusively tranquil according to a energetic engine map program. The advantages are some-more power, rebate fuel expenditure and reduced emissions. The twin retard consecutive control complement is involuntary to respond to engine rpm and bucket conditions. Since a complement has 8 particular ignition coils, it can manipulate a ignition timing of any iridium-tipped hint plug.
When a air/fuel rebate enters a explosion chamber, a initial retard located nearby a intake pier ignites. Shortly thereafter, a second retard located nearby a pier ignites, accelerating a explosion slight by forcing a fire to generate some-more rapidly. The hint plugs can also light concurrently underneath certain circumstances. This slight formula in some-more finish explosion compared to a singular sparkplug system.
Civic Hybrid: Drive-by-Wire Throttle with Engine Speed (CVT) and Motor Control
An electronic Drive-by-Wire stifle complement helps raise a pushing impression of a Civic Hybrid. Smart wiring magnitude accelerator pedal position, afterwards adjust a throttle-body moth valve for a intake manifold, a rigging ratio in a CVT, and a operation of a IMA to best fit a pushing conditions. To settle a stream pushing conditions, a complement monitors pedal position, stifle position, automobile speed, engine speed, distributed highway slope and engine vacuum. With this information, a Drive-by-Wire stifle complement controls engine and engine appetite to maximize a outlay of a new Lithium-Ion battery.
Civic Hybrid: ECON Mode
ECON mode improves a Civic Hybrid’s fuel potency by changing or tying a operation of certain systems. ECON widens a idle-stop system’s handling window. In addition, a tractable “gain” between a accelerator pedal, stifle butterfly, CVT and IMA changes to serve raise fuel efficiency. Drivers will also find that when journey control is engaged, a automobile takes somewhat longer to strech a set speed. However, as a reserve feature, full torque outlay is easy when wide-open stifle is used.
When in Eco Mode, a limit threshold for progressing a set cabin feverishness (when a A/C is on) is somewhat augmenting when conditions aver in sequence to minimize a activation of a compressors and minister to extended fuel efficiency.
Civic Hybrid: Hybrid Dual-Scroll Air Conditioning Compressor
For 2012, an lengthened dual-scroll hybrid atmosphere conditioning complement reduces a bucket on a gasoline engine by regulating a multiple of engine appetite and an middle electric engine to expostulate twin atmosphere conditioning compressors. These compressors can act exclusively or together as commanded by a cooling needs of a Civic Hybrid’s involuntary meridian control system.
Civic Hybrid: IMA System
The fifth-generation IMA complement used in a Civic Hybrid is a many absolute to come out of Honda’s hybrid growth program. As with prior versions, a IMA complement consists of an ultra-thin DC brushless electric engine mounted between a gasoline engine and a invariably non-static transmission, and an Intelligent Power Unit (IPU) that stores electric appetite in a compress battery box and controls a upsurge of electricity to and from a electric motor.
Civic Hybrid: IMA Electric Motor
Providing a supplemental appetite boost and giving a Civic Hybrid a capability to journey on a electric engine alone in certain pushing situations, a IMA’s new, lighter and some-more absolute electric engine is designed to yield adult to 23 additional horsepower (17 kW) to a Civic Hybrid’s engine. Mounted between a engine and a CVT transmission, a IMA engine is an ultra-thin DC brushless pattern and provides a estimable volume of low-end torque to assist acceleration, while also aiding in steady-state cruising and mountain climbing.
In serve to providing supplemental power, a IMA engine acts as a generator during deceleration and braking to recapture kinetic appetite and recharge a IMA’s battery container during regenerative braking. For this fifth era of IMA motor, an 8-pole pattern (instead of a prior 6-pole design) reduces heat. The new engine also operates in a revoke voltage operation (108-172V) compared to a prior engine (132-211V).
Civic Hybrid: IMA Intelligent Power Unit (IPU)
Power for a IMA complement is tranquil by a Civic Hybrid’s Intelligent Power Unit. Located directly behind a back seatback, a IPU consists of a Power Control Unit (PCU) or a IMA’s authority center, a rechargeable lithium-ion battery module, and an integrated cooling unit.The Power Control Unit (PCU) electronically controls a upsurge of appetite to and from a IMA’s electric motor.
The battery container stores electricity in a bank of lithium-ion cells. This bank of 40 particular 3.6-volt batteries stores adult to 144 volts of electrical appetite for a IMA motor. The new lithium-ion battery record has approximately twice a appetite firmness and about 4 times a outlay firmness of a prior nickel-metal-hydride batteries. Output is augmenting by 33 percent, volume is reduced by 36 percent, weight drops by 29 percent and a work ability of a charging and discharging rates is approximately 3 times higher.
The Integrated Cooling Unit, mounted directly on a battery pack’s outdoor box, controls a feverishness generated by a consistent upsurge of electricity to and from a battery pack. Interior cabin atmosphere enters a Integrated Cooling Unit around a tiny opening placed on a left outboard chair accelerate and is ceaselessly flowed over a battery container and re-circulated.
Civic Hybrid: Cooperative Regenerative Brake System
Honda’s hybrid-powered vehicles recapture kinetic appetite around a singular regenerative braking system. The prisoner appetite is stored as electricity in rechargeable battery packs. The Civic Hybrid uses a IMA electric engine as a generator that can recharge a battery container during braking, solid cruising, peaceful deceleration, or coasting.
Less faith on a normal braking complement and reduced engine pumping waste interpret into incomparable electrical metamorphosis and softened fuel potency due to a introduction of VCM complement in a new Civic Hybrid engine. The Civic Hybrid’s regenerative braking complement cleverly apportions braking appetite between a hydraulic brakes and a electric engine to remove even some-more electricity from a vehicle’s kinetic energy. During braking, a braking vigour sensor sends a vigilance to a Intelligent Power Unit (IPU), that maximizes a turn of regenerative braking. At a same time, a CVT alters a rigging ratio as indispensable to adjust a rpm of a engine and electric engine to grasp a limit potency for appetite regeneration.
Civic Hybrid: Continuously Variable Transmission
The Civic Hybrid’s CVT offers well-spoken and predicted rigging ratio transitions and glorious low-end acceleration matched with low-rpm cruising. To urge fuel economy with a new, incomparable engine, a Civic Hybrid’s CVT now incorporates additional vigour and feverishness sensors to concede some-more accurate control over a transmission’s operation.
The delivery has also been upgraded to accommodate a incomparable torque of a new IMA system. By assisting a engine and IMA engine stay in their many fit handling range, a CVT provides a fuel potency advantage aloft to that of a compulsory involuntary delivery with bound ratio gears, and it allows for incomparable potency during regenerative braking by smoothing deceleration.
Civic Sedan, Coupe, HF and Natural Gas Powertrain
The Civic Sedan, Coupe, HF and Natural Gas advantage from an updated and polished chronicle of a 1.8-liter engine that powered a prior era Civic. While rise horsepower and torque total of a gasoline versions carryover, a new engine has endless changes that revoke friction, ascent a emissions opening and boost a fuel economy.
For 2012, all Civic Sedan and Civic Coupe models, and a HF (High Fuel Economy) and Natural Gas (Compressed Natural Gas) sedans are powered by a Single Overhead Cam (SOHC) 1.8-liter inline 4-cylinder pattern with 16 valves, i-VTEC, and a dual-stage intake manifold. In a Sedan, Coupe and HF, a engine produces 140 horsepower during 6500 rpm, 128 lb-ft. of torque during 4300 rpm and has a ULEV-2 emissions rating. All Civic DX, LX, EX and HF models with involuntary delivery are PZEV-rated in states that belong to California Air Resources Board (CARB) emissions standards. In a Civic Sedan and Coupe, a 1.8-liter engine has an EPA-estimated city/highway fuel economy rating of 28/39 miles per gallon when versed with involuntary transmission.
This same powertrain in a Civic HF achieves aloft EPA city/highway fuel economy of 29/41 miles per gallon with a customary 5-speed involuntary transmission, interjection to a HF model’s reductions in aerodynamic drag and rolling resistance. See a Body and Chassis territory for some-more info on a Civic HF.
In a Civic Natural Gas, that is powered by Compressed Natural Gas (CNG), a engine develops 110 horsepower and 106 lb-ft of torque. Though a targeted rise total are somewhat revoke than those of a prior era (113 horsepower and 109 lb-ft of torque), torque outlay next 4000 rpm has been augmenting for incomparable drivability. The Natural Gas has a targeted EPA-estimated city/highway fuel economy of 27/38 miles per gallon and is versed with an involuntary delivery as customary equipment.
Civic Powertrain at-a-Glance
- High acerbity aluminum cylinder retard with low attrition middle components
- i-VTEC “intelligent” valve control complement
- Composite dual-stage intake manifold
- Drive-by-Wire stifle control system
- Programmed Fuel Injection (PGM-FI)
Emissions / Fuel Economy
- EPA-estimated fuel economy of 28/39 city/highway (Sedan, Coupe with involuntary transmission)
- Estimated EPA fuel economy of 28/36 city/highway (Sedan, Coupe with primer transmission)
- EPA-estimated fuel economy of 29/41 city/highway (HF with involuntary transmission)*
- Preliminary EPA-estimated fuel economy of 27/38 city/highway (Natural Gas)*
- Ultra Low Emissions Vehicle-2 (ULEV-2) (Sedan, Coupe, HF)
- Partial-Zero Emissions Vehicle (PZEV) (automatic delivery versed Sedan, Coupe, HF in CARB states)
- Advanced Technology Partial-Zero Emissions Vehicle (AT-PZEV) (Natural Gas in CARB states)
- 5-speed primer delivery (standard in Sedan DX, LX; Coupe DX, LX, EX)
- 5-speed involuntary delivery (available on Civic Sedan and Coupe; customary on HF, Natural Gas, EX Sedan, EX w/navi, EX-L)
Civic: High Rigidity Aluminum Block and Low Friction Engine Design
Compact, rigid, lightweight and low attrition describes a finish outcome of engine record that helps to capacitate a Civic to grasp high appetite and high fuel economy. A slight breadth cam chain, a sequence box with a built-in oil siphon and ferrous spin-cast cylinder sleeves are used to make a engine scarcely compact, permitting for glorious wrapping efficiency. To make a engine rarely rigid, endless research was used to emanate reinforced areas in a aluminum retard construction. Furthermore, a lightweight and really unbending steel crankshaft is used with a high change ratio that also advantages from a revoke retard pattern with intensely high holder support rigidity. At a really bottom of a engine, an aluminum oil vessel with integrated stiffeners serve adds to rigidity. The high acerbity retard pattern helps revoke sound outlay and friction.
The Civic’s 4-cylinder engine now creates use of new attrition shortening technologies designed to urge engine efficiency. The outdoor skirts of lightweight aluminum pistons now underline a molybdenum coating practical in a singular dot-pattern application. The outcome is reduced altogether attrition as a pistons pierce within a cylinder bores. A new plateau honing technique lowers a attrition turn between a pistons and a cylinders by formulating an ultra well-spoken surface. Plateau honing is a 2-stage machining slight that uses twin harsh processes instead of a some-more compulsory singular honing process. This also enhances a long-term wear characteristics of a engine. Ion-plated piston rings and low flexibility oil (0W-20) are also used to revoke friction.
Civic: Cracked Connecting Rods
High-strength crack-separated joining rods are used to minimize weight and size, while also augmenting joining rod acerbity and long-term durability. A “cracked” tie means that a rod and top are fake as a singular territory during a production process, and afterwards are burst detached to emanate a tradition fit between a twin relating surfaces.
This singular pattern allows for a rejecting of joining rod shaft pins, given a joining rod bolts can be pointing machined to fit a top to a rod. The finish outcome is a joining rod that is 13 percent lighter and has a 20 percent smaller cranky section, ensuing in rebate rotating mass inside a engine and rebate space assigned by a joining rod.
Civic: i-VTEC Valve Control System
To grasp clever opening and glorious fuel economy, a Civic’s 1.8-liter engine uses a transformation of a innovative i-VTEC system. Valve timing specs have been revised for 2012, and this transformation of i-VTEC includes singular intake valve operation. At low engine speeds, usually one intake valve in any cylinder operates, while a second intake valve stays closed. Single intake valve operation is a poignant cause in a engine’s glorious emissions opening during cold start-up on PZEV-rated models. At high engine speeds, a i-VTEC complement thatch together both sides of a rocker arm to concede both intake valves to open during a same time. The Civic’s i-VTEC complement is means to switch valve timing era regulating a hydraulic actuator.
Torque outlay has been optimized in a many frequently used 2,000 to 4,000 rpm engine speed range. To this end, a switchover from a low-speed timing to a high-speed valve timing is set between 1,200 rpm and 3,500 rpm depending on engine load. Furthermore, a shiver valve handling a non-static intake switches tract length from prolonged to brief during approximately 5,000 rpm to best compare a some-more assertive high-speed valve timing.
This Civic’s i-VTEC valve timing reacts to pushing conditions associated to stifle opening, automobile speed, engine rpm and rigging selection. A worldly Drive-by-Wire stifle control system, atmosphere upsurge meter, hit sensor and dual-stage atmosphere intake concede a Powertrain Control Module (PCM) to emanate seamless transitions between a twin modes of i-VTEC operation.
In theory, intake ports should be designed as true as probable to foster some-more finish stuffing of a cylinders. However, with a pattern of compelling a blending of fuel with a incoming air, Honda has devised a winding intake pier for a Civic. This vital bend not usually promotes softened air-fuel mixture, though it is also designed to softened combine a rebate around a hint plug. This allows for an even some-more fit explosion slight and serve augmenting fuel efficiency.
Civic: Composite Plastic Dual-Stage Intake Manifold
A multiple cosmetic dual-stage intake plural utilizes twin intake runners for any cylinder with one curtain longer than a other. Below 5,000 rpm, usually a longer of a twin runners delivers atmosphere to a cylindertaking advantage of an sluggishness outcome of a prolonged intake path. Above 5,000 rpm, however, a shiver valve in a gimlet of a brief curtain opens to concede a thoroughfare of additional atmosphere to a cylinder. This has a outcome of boosting midrange and high-rpm appetite by utilizing a sluggishness outcome during both low and high rpm.
Civic: Drive-by-Wire Throttle Control
An electronic Drive-by-Wire stifle complement helps raise a pushing impression of a Civic. With intelligent wiring joining a stifle pedal to a stifle moth valve in a intake system, a engine response can be optimized to fit a pushing conditions and to softened compare a driver’s expectations. Combined with a dual-stage intake manifold, a Drive-by-Wire stifle complement is an vicious member to a i-VTEC complement that creates switching between a engine’s low pumping detriment mode and a high opening mode seamless to a driver. By expelling a approach stifle wire tie to a engine, a ratio between pedal transformation and stifle moth transformation can be invariably optimized. This tractable “gain” between stifle and engine is a poignant advantage to drivability. A rarely manageable DC engine moves a stifle moth position in a intake complement to change tangible stifle position. To settle a stream pushing conditions, a complement monitors pedal position, stifle valve opening position, automobile speed, engine speed, and engine vacuum. This information is afterwards used to conclude a stifle control sensitivity.
The stifle complement also works to raise a permitted 5-speed involuntary transmission’s ability to make shifts faster and smoother. By coordinating a stifle opening with a transmission’s changeable functions, engine appetite can be precisely tailored to a needs of a delivery during any indicate during a changeable process. That means rebate change startle and delay, no matter a pushing situation.
Civic: ECON Mode
All Civic models (except Si models) have as customary a driver-selectable “ECON” pushing mode that alters a Drive-by-Wire stifle complement response bend in a operation from about 25 percent of pedal transformation to 90 percent. With rebate gain, a stifle opening in this operation increases some-more gradually, for softened fuel efficiency. ECON mode also alters change timing (when versed with involuntary transmission), and alters a operation of a atmosphere conditioning complement (see a Interior territory for some-more information).
Civic: Programmed Fuel Injection (PGM-FI)
The Civic engine facilities Programmed Fuel Injection (PGM-FI) that uses an array of sensors to constantly guard a series of vicious handling variables, including stifle position, intake atmosphere temperature, H2O temperature, ambient atmosphere vigour (altitude), atmosphere flow, along with a position of a crankshaft and camshafts. A new high-performance air/fuel sensor contributes to a engine’s extended glimmer performance. Special multi-hole fuel injectors mounted in a revoke intake plural mist directly toward a intake ports. The multi-hole injector pattern means that fuel drop stretch is reduced for softened fuel atomization, ensuing in softened cold continue start-up, softened fuel potency and aloft horsepower.
Civic: Direct Ignition System and Detonation Knock Control
A clever ignition hint is vicious to urge appetite and revoke emissions. The 1.8L I-4 facilities a approach ignition complement that uses particular curl units positioned directly above any hint plug. The Powertrain Control Module (PCM) ceaselessly monitors several engine parameters to settle best hint timing formed on specific pushing conditions.
Additionally, a block-mounted acoustic eruption (knock) sensor sends information per any rotation, so that a engine can investigate any magnitude with high precision. This vigilance is sent to a PCM, that afterwards controls ignition timing as indispensable to assistance forestall damage.
Civic: Exhaust System
The Civic is versed with a stainless-steel, low heat-mass empty complement integrated into a cylinder conduct that eliminates a need for a apart empty manifold, assisting minister to a engine’s compress pattern and light weight. The complement employs a new high-density low changed steel catalytic converter for softened light-off opening along with reduced hydrocarbons and NOx. For softened emissions performance, a catalytic converter bolts directly to a cylinder head, ensuing in faster light-off and some-more finish acclimatisation of a empty gases.
Civic: Maintenance Minder and Tune-Up Intervals
The Civic’s engine tune-up report is distributed by a Maintenance Minder system. The Maintenance Minder complement automatically indicates when to have customary use achieved formed on tangible pushing conditions (tracked by a PCM) and minimizes a guesswork associated to either a automobile is being used in customary or serious use conditions for upkeep interlude purposes. The arrangement indicates when to change a oil, atmosphere cleaner, delivery fluid, hint plugs or coolant, as good as when to stagger a tires. Under normal usage, a tune-up is not compulsory until approximately 100,000 miles (only slight inspections and liquid changes are compulsory adult to this point). Credit for this longevity goes to long-wearing double-tipped hint plugs, a long-life timing chain, and clever engineering of a precisely done SOHC valvetrain that reliably maintains correct valve tappet clearances until a initial tune-up.
Civic Natural Gas Engine
The Civic Natural Gas, formerly famous as Civic GX, is powered by a various of a same 1.8-liter engine found in all Civic models, with a difference of a Civic Hybrid and Civic Si. First introduced in 1998, a Civic GX has been marketed essentially to swift business nationwide, though with a attainment of a 2012 Civic Natural Gas, it is now being done permitted during name dealers opposite a country.
The Civic Natural Gas operates on dense healthy gas and has as customary a 5-speed involuntary transmission. The Natural Gas has a Honda-targeted EPA-estimated city/highway fuel economy of 27/38 miles per gallon (gasoline equivalent). Compared to a prior generation, city fuel economy is softened by 12.5 percent, and highway fuel economy is augmenting by 5.6 percent.
To concede a engine to work exclusively on healthy gas, it incorporates a operation of singular features. The focus ratio is augmenting to 12.7:1 (compared to 10:6 in unchanging gasoline-powered engines) to urge opening with a gaseous fuel. Since CNG fuel is non-lubricating, a engine has disdainful intake and empty valves and opposite valve seats to revoke wear. Special, stronger joining rods are used to hoop a additional bucket generated by a aloft focus ratio. To control a upsurge of CNG into a engine, a single-stage vigour regulator is located on a right side of a engine compartment. Special fuel injectors broach precisely metered amounts of CNG into any cylinder’s intake tract.
Civic Natural Gas: Emissions
The Civic Natural Gas GX is approved to a Federal Tier II, Bin 2 glimmer level, and is also approved as a Super Ultra Low Emission Vehicle (SULEV) by a California Air Resources Board (CARB). It complies with AT PZEV, (Advanced Technology, Partial Zero Emission Vehicle) pattern dynamic by CARB, permitting a Civic Natural Gas credits toward a California Zero Emission Vehicle mandate. It is famous as a PZEV by assembly SULEV standards and progressing a emissions continuance for during slightest 150,000 miles or 15 years. SULEV mandate are a many severe in a world, job for a rebate in hydrocarbon emissions of 96 percent from sovereign Tier-1 newcomer automobile levels, and an 86 percent rebate compared to a California Low Emission Vehicle (LEV) standard. Since it operates exclusively on healthy gas with no sustenance for gasoline, a Federal EPA categorizes a Civic Natural Gas as an ILEV (Inherently Low Emission Vehicle) noticing a hermetic fuel complement emits 0 evaporative emissions. Due to a potency and emissions performance, in many states a Civic Natural Gas has been postulated carpool line entrance a vital advantage for solo commuters.
Civic Natural Gas: Fuel Tank
The Civic Natural Gas has a cylindrical fuel tank for dense healthy gas located behind a back seatback. The multiple tank has an aluminum ship and can enclose a gasoline-gallon homogeneous of approximately 7.8 gallons when pressurized to 3600 p.s.i.
Civic: 5-Speed Manual Transmission
The 5-speed primer delivery is a lightweight and compress territory that minimizes power-robbing rotating mass and has a rotating selector couple for discerning and approach rigging changes. Additional facilities embody a low-friction pattern with singular cone synchronizers and high ability orientation throughout. From a opening standpoint, a primer delivery has a high torque ability and a short, organisation and approach change feel.
Civic: 5-Speed Automatic Transmission
The Civic Sedan and Civic Coupe are permitted with an electronically tranquil 5-speed involuntary transmission. The computer-controlled delivery provides amazingly well-spoken shifts, and has rigging ratios that are closely matched to a outlay of a engine assistance remove limit performance. For 2012, a delivery incorporates refinements that raise fuel economy, revoke sound and save weight. It now incorporates an involuntary delivery liquid (ATF) warmer/cooler that uses a engine coolant to change a feverishness of a ATF. This helps revoke ATF flexibility some-more fast when starting from cold with a accompanying rebate in attrition and associated rebate in fuel consumption. Conversely, when delivery oil feverishness rises above engine coolant temperature, a complement helps revoke a feverishness of a transmission.
The 5-speed involuntary delivery uses a far-reaching accumulation of technologies to assistance yield well-spoken changeable as good as minimal attrition for extended efficiency. These technologies embody a low-friction purchase and a special super-thin torque converter, now with incomparable capacity. The skinny torque converter formula in a compress delivery unit. Other space-saving measures embody a double-row idle rigging and a firmly finished second-gear clutch.
To urge powertrain fibre and revoke rigging “hunting” on high grades, a 5-speed involuntary delivery is also versed as customary with a Grade Logic Control system. Using sensors that guard stifle position, automobile speed, and acceleration/deceleration and afterwards comparing these inputs with a map stored in a delivery computer, a complement is means to settle when a automobile is on an slip and adjust a change report for softened climbing appetite or downhill engine braking.
To urge fuel economy while progressing a high turn of drivability, a 5-speed involuntary delivery includes an active lock-up torque converter. With a accurate control afforded by a linear solenoid, a complement expands a speed and stifle environment operation in that lock-up can be automatically engaged.
*Fuel economy values dynamic from manufacturer exam results. Official 2012 EPA mileage estimates not permitted during time of publication. Mileage total shown for comparison functions only. Actual mileage will vary.