CVCC is a trademark by the Honda Motor Company for an engine with reduced automotive emissions, which stood for 'Compound Vortex Controlled Combustion'.[1] The first mention of Honda developed CVCC technology was done by Mr. Soichiro Honda February 12, 1971, at the Federation of Economic Organizations Hall in Otemachi, Chiyoda-ku, Tokyo.[2] Honda's engineers at the time, Mr. Date conferred with Mr. Yagi and Mr. Nakagawa about the possibility of creating lean combustion via a prechamber, which some diesel engines utilized.[3] The first engine to be installed with the CVCC approach for testing was the single-cylinder, 300 cc Honda EA engine used in the Honda N600 hatchback in January 1970.[3] This technology allowed Honda's cars to meet Japanese and United Statesemission standards in the 1970s without a catalytic converter. A type of stratified charge engine, it first appeared on the 1975 ED1 engine. As emission laws advanced and required more stringent admissible levels, Honda abandoned the CVCC method and introduced PGM-FI, or Programmed Fuel Injection on all Honda vehicles. Some vehicles in Japan had a combination of electronically controlled carburetors, called PGM-Carb on specific, transitional Honda D, E and ZC engines.
A CVCC engine for Honda Civic
Toyota briefly used a similar technology in the mid-to-late seventies, called TTC-V. In 2007, the Honda CVCC technology was added to the Mechanical Engineering Heritage of Japan.
Construction and operation[edit]
Honda CVCC engines have normal inlet and exhaust valves, plus a small auxiliary inlet valve which provides a relatively rich airâfuel mixture to a volume near the spark plug. The remaining airâfuel charge, drawn into the cylinder through the main inlet valve, is leaner than normal. The volume near the spark plug is contained by a small perforated metal plate. Upon ignition flame fronts emerge from the perforations and ignite the remainder of the airâfuel charge. The remaining engine cycle is as per a standard four-stroke engine.
This combination of a rich mixture near the spark plug, and a lean mixture in the cylinder allowed stable running, yet complete combustion of fuel, thus reducing CO (carbon monoxide) and hydrocarbon emissions. This method allowed the engine to burn less fuel more efficiently without the use of an exhaust gas recirculation valve or a catalytic converter, although those methods were installed later to further improve emission reduction.
Advantages over previous stratified charge engines[edit]
Honda's big advancement with CVCC was that they were able to use carburetors and they did not rely on intake swirl. Previous versions of stratified charge engines needed costly fuel injection systems. Additionally, previous engines tried to increase the velocity and swirl of the intake charge in keeping the rich and lean mixtures separated. Honda was able to keep the charges adequately separated by combustion chamber shape.
Early design flaw[edit]
Some of the early CVCC engines had a problem with the auxiliary valves' retaining collars vibrating loose. Once unscrewed, engine oil would leak from the valvetrain into the pre-combustion chamber, causing a sudden loss of power and massive amounts of smoke to emanate from the exhaust pipe. The condition simulated a blown engine, even though the needed repair was quite simple. Honda eventually came up with a fix involving metal retaining rings that slipped over the collars and prevented them from backing out of their threads.
CVCC-II[edit]
The 1983 Honda Prelude (the first year of the second generation of Preludes) used a CVCC design and a catalytic converter to reduce emissions, called CVCC-II, along with 2 separate sidedraft carburettors (instead of a single progressive twin choke carburettor). The following year a standard cylinder head design was used and the center carburettor (providing the rich mixture) was dropped. The Honda City AA, introduced in November 1981, also used a CVCC-II engine called the ER.[4]
List of CVCC equipped engines[edit]ED[edit]
The ED series introduced the CVCC technology. This group displaced 1,487 cc (1.487 L; 90.7 cu in) and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 52 hp (39 kW) at 5000 rpm and 68 lb·ft (92 N·m) at 3000 rpm.
EF[edit]
The EF was an SOHC 12-valve (CVCC) engine, displacing 1.6 L (1598 cc). Output was 68 hp (51 kW) at 5000 rpm and 85 lb·ft (115 N·m) at 3000 rpm.
USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.[5]
EJ[edit]
The EJ displaced 1,335 cc (1.335 L; 81.5 cu in) and was an SOHC 12-valve CVCC engine with a 3 barrel carburetor. 4 intake valves, 4 exhaust valves, and 4 auxiliary valves. Output was 68 hp (51 kW) at 5000 rpm and 77 lb·ft (104 N·m) at 3000 rpm.
EK[edit]
The EK was an SOHC 12-valve (CVCC) engine, displacing 1.8 L (1,751 cc). Output varied (see below) as the engine itself was refined.
USAGE: 1979-1983 Honda Accord CVCC (US market) 1979-1982 Honda Prelude CVCC (US market) 1981-1985 Honda Vigor (JDM)[5]
EK9 is not related to the EK engine - EK9 is simply the chassis code for the 1997-2001 Honda Civic Type-R Hatchback.
EM[edit]
The EM displaced 1,487 cc (1.487 L; 90.7 cu in) and was an SOHC 12-valve CVCC engine. Early versions produced 52 hp (39 kW) at 5000 rpm and 68 lb·ft (92 Nm) at 3000 rpm, while later ones upped the output to 63 hp (47 kW) at 5000 rpm and 77 lb·ft (104 N·m) at 3000 rpm. All used a 3 barrel carburetor.
EP[edit]
The EP displaced 1,601 cc (1.601 L; 97.7 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 90 ps (66 kW) at 5500 rpm and 13.2 kg·m (129 N·m) at 3500 rpm.
EP
1980-1985 Honda Quintet / Quint (Japan)
1980-1981 Honda Accord
ER[edit]
The long-stroke, 12-valve CVCC-II for Japan and 8-valve for Europe and Asia ER four-cylinder engine was only used in the AA/VF/FA series City/Jazz (1981â86).[4][6] It was available as a normally aspirated carburated version or with Honda's own PGM-FI fuel injection as one of a very few turbocharged engines built by Honda. The Japanese market CVCC engine was also known as COMBAX, an acronym of COMpact Blazing-combustion AXiom. The E-series were tuned for economy, with higher gearing and later on with computer-controlled variable lean burn. As of March 1985, the naturally aspirated ER engines gained composite conrods (a world first in a production car), lighter and stronger these helped further reduce fuel consumption.
The lower powered engines in the commercial 'Pro' series had a lower compression, a mechanically timed ignition rather than the breakerless setup found in the passenger cars, and a manual choke. The ER had five crankshaft bearings and the overhead camshaft was driven by a cogged belt.
Carburetor versions used either a single or 2bbl downdraft Keihin. The turbocharger in the Turbo and Turbo II was developed together with IHI, the Turbo II being equipped with an intercooler and a computer-controlled wastegate.[4]
ER1-4 Honda City
ES[edit]
The ES displaced 1,829 cc (1.829 L; 111.6 cu in). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 100 hp (75 kW) at 5500 rpm and 104 lb·ft (141 N·m) at 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) at 5800 rpm and 99 lb·ft (134 N·m) at 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) at 5800 rpm and 108 lb·ft (146 N·m) at 2500 rpm.
EV[edit]
The EV displaced 1,342 cc (1.342 L; 81.9 cu in) and was an SOHC 12-valve design. 3 barrel carburetors produced 60 hp (45 kW) at 5,500 rpm and 73 lb·ft (99 N·m) at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 80 PS (59 kW) at 6,000 rpm and 11.3 kgâ
m (111 Nâ
m) at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.[10]
EW[edit]
The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing 1,488 cc (1.5 L; 90.8 cu in), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58 to 76 hp (43 to 57 kW) and 108 to 114 Nâ
m (79.7 to 84.1 lbâ
ft). The fuel injected EW3 and EW4 produced 91 hp (68 kW) at 5,500 rpm and 126 Nâ
m (92.9 lbâ
ft) at 4,500 rpm. The 'EW' name was replaced by the Honda D15 series, with the EW (1, 2, 3, 4, and 5) renamed to D15A (1, 2, 3, 4, and 5) in 1987. It also received a new engine stamp placement on the front of the engine like the 'modern D series' (1988+).
EY[edit]
EY (1,598cc:80.0X79.5) 94PS/5,800rpm 13.6 kg·m/3,500rpm
Engine manufacturer Honda Engine code EY Number of cylinders Straight 4 Capacity 1.6 litre1598 cc(97.516 cu in) Bore à Stroke 80 à 79.5 mm 3.15 à 3.13 in Bore/stroke ratio 1.01 Valve gear SOHC 3 valves per cylinder 12 Total valves
Used in 1983 Honda Accord 1600 E-AC (all trim levels)
References/Reading[edit]Can A Chevy Small Block Fit In A Honda Cvcc Car
Retrieved from 'https://en.wikipedia.org/w/index.php?title=CVCC&oldid=891764882'
Saab 96 with Ford Cologne V6 engine, instead of the standard Ford Taunus V4 engine.
Berkeley SA492 with a Honda CB400 engine.
Volvo B18/B20 fitted to VW Beetle for racing.
1959 MG MGA with a Mazda Miata engine.
Chrysler Intrepid with supercharged V8 and conversion to rear wheel drive.
An engine swap is the process of removing a car's original engine and replacing it with another.
This is done either because of failure, or to install a different engine, usually one that is more modern, this may make it more powerful and or efficient. Older engines may also have a shortage of spare parts and so a modern replacement may be more easily and cheaply maintained. Swapping to a diesel engine for improved fuel economy is a long established practice, with modern high efficiency and torque diesel engines this does not necessarily mean a reduction in performance associated with older diesel engine swaps. For the particular application of off-road vehicles the high torque at low speed of turbo diesels combined with good fuel economy makes these conversions particularly effective. Older non-electronic fuel injection diesels were well known for their reliability especially in wet conditions.
An engine swap can either be to another engine intended to work in the car by the manufacturer, or one totally different. The former is much simpler than the latter. Fitting an engine into a car that was never intended to accept it may require much work and money; modifying the car to fit the engine, modifying the engine to fit the car, and building custom engine mounts and transmission bellhousing adaptors to interface them along with a custom built driveshaft. Some small businesses build conversion kits for engine swaps, such as the Fiat Twin cam into a Morris Minor or similar.
Swapping the engine may have implications on the cars safety, performance, handling and reliability. The new engine may be lighter or heavier than the existing one which affects the amount of weight over the nearest axle and the overall weight of the car - this can adversely affect the car's ride, handling and braking ability. Existing brakes, transmission and suspension components may be inadequate to handle the increased weight and/or power of the new engine with either upgrades being required or premature wear and failure being likely.
Insurance companies may charge more or even refuse to insure a vehicle that has been fitted with a different engine to its initial configuration.
A common anecdote[citation needed] among tuners in the United States is that the easiest way to make a car faster is to drop in a General Motors small block engine as used in the Corvette. The Chevrolet Vega (and its Astre, Monza, and Skyhawk sisters) is a candidate for a small block swap; some have also seen big blocks, also. Chevrolet engines have been used in such cars as Toyota Supras, BMWs, RX-7s, Mazda Miatas, Jaguar sedans, Datsun 240s, 260s, and 280Zs, Corvairs, and others.
In the Honda world, engine swaps include the Civic Si (B16A), The Civic Type R (B16B), Integra GSR(B18C), and the Integra Type R (B18C5) engines. More recently, swapping larger displacement Honda engines (such as the J-series V6) has become more popular. Swapping any of these motors into a lightweight 88-00 Honda Civic chassis can achieve greater performance.[citation needed]
Chrysler made many turbocharged vehicles in the 1980s, and these engines share much in common with the naturally aspirated ones. It is quite common[citation needed] to obtain an engine from a vehicle such as a Dodge Daytona and swap it into a Dodge Aries. The Mopar Performance arm even offered a kit to upgrade the Dodge Daytona to rear wheel drive with a Mopar V8.
Engine swaps are also somewhat common within the Volkswagen tuning scene, often placing Type 2 (Bus), Type 3, and Type 4 (Squareback) engines in the Type 1 (Beetle). Water-cooled engines, such as the GTI 16-valve four, VR6, or 1.8 T are commonly swapped into the Mark II GTI, Jetta, and Corrado. Less common is the swap into a Mark 1 Golf or Cabriolet, giving an amazing power-to-weight ratio, even with minimally modified powerplants. Porsche engines are also very popular one of the most popular is to take the engine from a Porsche 911 super 1600.
In jurisdictions such as California, with strict, arbitrary smog rules, it may not be possible to register a late-model vehicle with an engine swap, even if it can be proven to produce less pollution than the original engine (owing to 'visual inspection' rules).
In the Super GT racing series, engine swaps can be considered a way of life for the upper tier GT500 cars, most of which are provided with specially modified racing engines from the manufacturers. GT500 class rules themselves allow for any engine to be swapped into a car as long as it is from the same manufacturer. Notable examples include Toyota swapping in highly tuned 4-cylinder engines originally from the Toyota Celica into their Toyota Supra GT500 race cars.
British sports cars (such as MGs and Triumphs) from the late 1960s and early 1970s were attractive light-weight cars that had excellent suspensions, but were known for troublesome electrical systems, barely adequate power levels and unreliability. It is popular[citation needed] to take one of these classic sports cars and add a more powerful engine. The all-aluminum 215 cu in (3,520 cc) Buick and Oldsmobile V8 engines are a traditional choice for these cars. Swapping an MGB all-iron 1.8L 4-cylinder engine and 4-speed transmission for a Buick 215 V8 and a modern 5-speed transmission actually improves both cornering and acceleration because it reduces the overall weight of the car by about 40 lb (18 kg). Power is approximately doubled; torque increases even more. Derivatives of that classic General Motors engine, the 3.5L, 3.9L, and 4.2L Rover V8s are also frequently used. (The original Buick and Oldsmobile, the Rover, and the related Morgan-licensed V8, are bolt-ins.[1]) Although more recent narrow sixty-degree Ford and GM V6 engines are more compact, they usually don't equal the Rover engine's power-to-weight ratio. They can, however, be very cost effective and an easier fit, notably the Chevrolet 3.4L. The cast iron block Ford 302 (5.0L) V8 in particular results in spectacular power-to-weight ratios for straight-line acceleration. With aluminium heads, intake, and water pump fitted, the Ford 302 only adds about 40 lb (18 kg) to the front of an MGB, and is substantially more powerful and lighter weight than an MGC or TR6 iron-block six-cylinder. An aluminium 302 performance block is available that weighs 60 lb (27 kg) less than the common iron version, as is displacements of 331 and 347 ci, but they are significantly more expensive. The Nissan SR20DET is an all-aluminium fuel-injected DOHC turbocharged 4-cylinder. This compact engine, along with the very compact, light, and powerful Mazda 13B rotary engine, have both been transplanted into too many different cars to list.
Common engine swaps[edit]
Note: These are the most common examples and are not an exhaustive list, just a representative cross section.
See also[edit]References[edit]
Further reading[edit]
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Engine_swap&oldid=901491673'
Comments are closed.
|