may cay 1 nói:
Em cũng thuộc dạng con nghiện thâm niên, nhưng em chưa bao giờ thấy cái nắp máy lọa như rứa cả. Theo form thì em này là hàng 94, 95 LX, nhưng cái máy thì...
Máy này trên hệ thống đăng kiểm toàn Quốc là f22b2, nên e nghĩ nó là máy LX hoặc DX, còn nắp máy giống VTEC, chắc do thay máy và dán số máy cũ của LX vào rồi.
Em seach trên Wiki thì thấy cái này:
<h3>F23A1</h3>This engine was used in the 1998-2002 LX, EX, and SE, LEV models, and in the in .
Acceleration (0-60) for the 4-cylinder models is improved (around the mid-9-second mark), with comparable fuel efficiency to its predecessor: 23 mpg/city and 30 mpg/hwy for LX and EX models with automatic transmissions.Emissions of Non-Methane Organic Gases (NMOG), also known as unburned hydrocarbons, produced during engine warm-up are considerably lower. The LX and EX engines produce less than 0.0075 grams per mile, qualifying them for California LEV (Low-Emission Vehicle) status. In California, the Accord EX with the available automatic transmission will produce less than 0.003 grams per mile of NMOG, qualifying it as the first gasoline-powered vehicle to reach ULEV (Ultra-Low Emission Vehicle) status.The five-main bearing block is high-pressure die-cast from aluminum alloy. The walls of the block extend below the centerline of the crankshaft, which helps stiffen the bottom end. FEM (Finite Element Method) computer analysis was used to arrive at optimum thicknesses for the block ribs and walls in order to minimize engine vibration.Additional bottom-end rigidity comes from a larger, stronger bearing-cap beam that ties directly into the cylinder-block skirt.An aluminum-alloy stiffener has been added between the transmission case and the block, just behind the bearing carrier. The stiffener serves to tie the block and transmission together into a single, reinforced unit. FEM was also used to design this stiffener so that it would not only stiffen the area, but also help minimize high-frequency engine vibration.Finite-element analysis of the Accord's piston design by Honda engineers yielded a new ultra-short, lightweight skirt design, which is very rigid and resistant to vibration and piston slap. Like the V-6 engine the pistons are gravity-cast aluminum alloy and utilize full-floating wrist pins in order to minimize noise.The engine's drop-forged single-plane steel crankshaft and connecting rods have been designed to be stronger and operate with less friction, much like the V-6 components.The I-section, drop-forged steel connecting rods have a completely new design and are considerably lighter than their predecessors (475 g vs. 578 g), which helps to minimize vibration. Pin-journal (big end-bearing journal) diameter has been reduced from 48 mm to 45 mm. Rod thickness is down from 24 mm to 20 mm and the bolt size is smaller. Like the V-6 rod bolts, those of the 4-cylinder engine are torqued to the plastic region of the bolt material in order to ensure a solid union between the bearing cap and the connecting rod.The engine block incorporates the Honda-designed second-order balance system that cancels the inertial forces common to large-displacement 4-cylinder engines. The system consists of two parallel shafts on either side of the crank-shaft, 81 mm (3.19 in.) above its centerline. Driven by a toothed belt, the balance shafts rotate in opposite directions at twice engine speed. Eccentric weights built into the shafts generate inertial forces that counteract the second-order forces created by the motion of the pistons and connecting rods. This Honda system minimizes vibration in the mid-to-high-rpm range.
Cylinder Head
The 16-valve, single-overhead-camshaft cylinder head features 4 valves per cylinder and pentroof combustion chambers. Individual valves are smaller and lighter in 4-valve heads, which allows the engine to be revved to a higher rpm, helping to extend the engine's power range. Valve actuation is via rocker arms and a hollow, belt-driven single overhead camshaft. The single-over-head-camshaft design requires less under-hood space than the more conventional dual overhead camshafts normally used with 16-valve, 4-cylinder engines.The adoption of a sophisticated knock control system optimizes ignition timing and allows for a higher compression ratio (9.3:1 from 8.8:1). Unleaded regular fuel is specified.
Revised Intake System
The intake system was simplified in shape to reduce induction resistance and noise. A larger twin-chambered air box designed to dampen resonant intake tract noise replaces the previous Accord's smaller, single-chamber damper. The new box is 10.7 liters in capacity, compared to the older unit's 8.2 liters. The larger box also elimi-nates the need for a second resonant-frequency damper and an additional side branchThe 2.3-liter Accord 4-cylinder engine intake manifold has been redesigned to add more power and lower emissions. The individual cast-aluminum runners have revised dimensions to better take advantage of the different air-flow characteristics of the 2.3-liter engine. A larger plenum chamber reduces induction noise and the incorporation of EGR (Exhaust Gas Recirculation) ports into the plenum, upstream of the throttle plates, eliminates the need for a separate fitting and port in each intake runner.
Low Speed Operation
During low-rpm operation, only one intake valve opens, allowing air and fuel into the combustion chamber. The other intake valve has only a slight amount of lift and its timing is staggered. As a result, the air-fuel charge drawn through the open intake valve undergoes a swirl effect. The swirl creates a stratified charge with a rich mixture near the spark plug (for good light-off), and a progressively leaner mixture toward its periphery. This stratified charge, combined with improved EGR control, results in lower emissions (especially during the critical warm-up period) and better fuel economy. Low-friction, roller-bearing rocker arms are used to help reduce friction and improve engine efficiency
Emissions
<h3>F23A1</h3>This engine was used in the 1998-2002 LX, EX, and SE, LEV models, and in the in .
Acceleration (0-60) for the 4-cylinder models is improved (around the mid-9-second mark), with comparable fuel efficiency to its predecessor: 23 mpg/city and 30 mpg/hwy for LX and EX models with automatic transmissions.Emissions of Non-Methane Organic Gases (NMOG), also known as unburned hydrocarbons, produced during engine warm-up are considerably lower. The LX and EX engines produce less than 0.0075 grams per mile, qualifying them for California LEV (Low-Emission Vehicle) status. In California, the Accord EX with the available automatic transmission will produce less than 0.003 grams per mile of NMOG, qualifying it as the first gasoline-powered vehicle to reach ULEV (Ultra-Low Emission Vehicle) status.The five-main bearing block is high-pressure die-cast from aluminum alloy. The walls of the block extend below the centerline of the crankshaft, which helps stiffen the bottom end. FEM (Finite Element Method) computer analysis was used to arrive at optimum thicknesses for the block ribs and walls in order to minimize engine vibration.Additional bottom-end rigidity comes from a larger, stronger bearing-cap beam that ties directly into the cylinder-block skirt.An aluminum-alloy stiffener has been added between the transmission case and the block, just behind the bearing carrier. The stiffener serves to tie the block and transmission together into a single, reinforced unit. FEM was also used to design this stiffener so that it would not only stiffen the area, but also help minimize high-frequency engine vibration.Finite-element analysis of the Accord's piston design by Honda engineers yielded a new ultra-short, lightweight skirt design, which is very rigid and resistant to vibration and piston slap. Like the V-6 engine the pistons are gravity-cast aluminum alloy and utilize full-floating wrist pins in order to minimize noise.The engine's drop-forged single-plane steel crankshaft and connecting rods have been designed to be stronger and operate with less friction, much like the V-6 components.The I-section, drop-forged steel connecting rods have a completely new design and are considerably lighter than their predecessors (475 g vs. 578 g), which helps to minimize vibration. Pin-journal (big end-bearing journal) diameter has been reduced from 48 mm to 45 mm. Rod thickness is down from 24 mm to 20 mm and the bolt size is smaller. Like the V-6 rod bolts, those of the 4-cylinder engine are torqued to the plastic region of the bolt material in order to ensure a solid union between the bearing cap and the connecting rod.The engine block incorporates the Honda-designed second-order balance system that cancels the inertial forces common to large-displacement 4-cylinder engines. The system consists of two parallel shafts on either side of the crank-shaft, 81 mm (3.19 in.) above its centerline. Driven by a toothed belt, the balance shafts rotate in opposite directions at twice engine speed. Eccentric weights built into the shafts generate inertial forces that counteract the second-order forces created by the motion of the pistons and connecting rods. This Honda system minimizes vibration in the mid-to-high-rpm range.
Cylinder Head
The 16-valve, single-overhead-camshaft cylinder head features 4 valves per cylinder and pentroof combustion chambers. Individual valves are smaller and lighter in 4-valve heads, which allows the engine to be revved to a higher rpm, helping to extend the engine's power range. Valve actuation is via rocker arms and a hollow, belt-driven single overhead camshaft. The single-over-head-camshaft design requires less under-hood space than the more conventional dual overhead camshafts normally used with 16-valve, 4-cylinder engines.The adoption of a sophisticated knock control system optimizes ignition timing and allows for a higher compression ratio (9.3:1 from 8.8:1). Unleaded regular fuel is specified.
Revised Intake System
The intake system was simplified in shape to reduce induction resistance and noise. A larger twin-chambered air box designed to dampen resonant intake tract noise replaces the previous Accord's smaller, single-chamber damper. The new box is 10.7 liters in capacity, compared to the older unit's 8.2 liters. The larger box also elimi-nates the need for a second resonant-frequency damper and an additional side branchThe 2.3-liter Accord 4-cylinder engine intake manifold has been redesigned to add more power and lower emissions. The individual cast-aluminum runners have revised dimensions to better take advantage of the different air-flow characteristics of the 2.3-liter engine. A larger plenum chamber reduces induction noise and the incorporation of EGR (Exhaust Gas Recirculation) ports into the plenum, upstream of the throttle plates, eliminates the need for a separate fitting and port in each intake runner.
Low Speed Operation
During low-rpm operation, only one intake valve opens, allowing air and fuel into the combustion chamber. The other intake valve has only a slight amount of lift and its timing is staggered. As a result, the air-fuel charge drawn through the open intake valve undergoes a swirl effect. The swirl creates a stratified charge with a rich mixture near the spark plug (for good light-off), and a progressively leaner mixture toward its periphery. This stratified charge, combined with improved EGR control, results in lower emissions (especially during the critical warm-up period) and better fuel economy. Low-friction, roller-bearing rocker arms are used to help reduce friction and improve engine efficiency
Emissions
- EX and LX engines qualify as California LEV (Low-Emission Vehicles)
- EX with automatic transmission qualifies as ULEV (Ultra-Low Emission Vehicle) in California
- Stratified-charge VTEC
- Electronically controlled EGR (Exhaust Gas Recirculation)
- ULEV engine uses 32-bit ECU with individual cylinder air-fuel ratio control, lean air-fuel ratio during fast idle, high-efficiency catalyst and low heat-mass exhaust system
