Ever more stringent CAFE requirements in the U.S. and CO2
regulations in Europe are squeezing automakers like never before.
They’re turning to technologies and fuels they would have never
considered just 10 years ago. What’s Honda’s strategy to meet these standards?
“Trend-wise, downsizing powertrains [is key]” said Tetsuo Iwamura,
President and Chief Executive Officer of American Honda Motor Co., Inc.
He also said small displacement engines and turbochargers “are the
direction” for all automakers, but stopped short of saying if or when
the capital “H” would introduce such a powertrain.
Interestingly Honda went in the opposite direction with the new Acura RDX.
In its first-generation this compact luxury crossover featured a
turbocharged four-banger under the hood, but the latest incarnation is
powered by a 3.5-liter V6 that surprisingly delivers more power and is
more efficient. Front-wheel-drive models deliver up to 28 miles per
gallon on the highway.
“Three-cylinders could have a possibility as well,” Iwamura said, a
statement that suggests Honda is possibly considering a small engine
with an odd-cylinder count.
Next year Ford will offer a Fiesta
in North America with a three-cylinder EcoBoost engine. Displacing just
1.0-liter, it delivers reasonably snappy performance and superb fuel
economy. If the Blue Oval is successful with this unconventional
small-car effort Honda could follow suit.
Diesel is another route to higher efficiency, but if you’ve been
praying for oil-burning Hondas to land at dealerships in America keep on
dreaming because it doesn’t look like that is going to happen anytime
soon.
Iwamura said they would have to sell between 30,000 and 50,000
diesels in the U.S. annually to make a business case for offering them.
They would also have to be made available on the Accord and Civic “to be accepted by the mass market” he said.
Cost is another issue. Diesel engines are more expensive than their
gasoline counterparts as is the fuel itself. Iwamura said oil refiners
in the U.S. are optimized to produce gasoline; they’d have to invest in
their production facilities to make more diesel. As such there’s not
enough of the fuel to go around, which increases its price.
One alt-fuel area Honda has played an active role in is compressed
natural gas. With the Civic, it’s the only OEM to produce a CNG-powered
passenger car in the U.S. However, on the pickup side, the 2012 Ram 2500 CNG is the sole OEM-built truck in North America to be powered by the vaporous hydrocarbon.
Of course natural gas has its own issues, from limited availability
at fueling stations in the U.S. to insufficient range. But one potential
advantage is home filling. Drivers can top-off their tanks from the
natural-gas line in their houses. There are issues, though.
Iwamura said the CNG sold at gas stations has been dried, meaning
moisture has been removed from it. This is not the case with the natural
gas used in people’s homes. It contains excess water, which is very bad
for vehicles. Furnaces and kitchen ranges don’t mind the extra
moisture.
Source;
http://www.autoguide.com/auto-news/2012/12/honda-3-cylinder-engines-a-possibility-exec-says.html
1 comment:
It looks like more auto makers are downsizing when it comes to cylinder size in order to meet CAFE regulations. Consumers seem to be very receptive to these efficient models due to gas prices.
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