🦙 Honda Cr V Vtec Turbo

Honda CR-V, 1,5 VTEC Turbo AWD Aut CZ 1Maj. Honda CR-V, 1,5 VTEC Turbo AWD Aut CZ 1Maj. 2019, 25 500 km, Benzín, Automatick With a fuel consumption of 8.2 litres/100km - 34 mpg UK - 29 mpg US (Average), 0 to 100 km/h (62mph) in 10.2 seconds, a maximum top speed of 118 mph (190 km/h), a curb weight of 3470 lbs (1574 kgs), the CR-V III 2.0 i-VTEC Luxury has a naturally-aspirated Inline 4 cylinder engine, Petrol motor. Honda CR-V 1.5 VTEC Turbo Comfort. First registration: 2019. Kilometres: 14298 km. Fuel: Petrol. Transmission: Manual 15-day money-back guarantee. Search cars. Sell. Finance. Honda CR-V 1.5 VTEC Turbo Comfort. 2019. 14,298 km. €22,899. Start Purchase. Request more information about this car +20 photos +24 photos Precios del Honda CR-V 2019 en España. Versión. Comfort. Elegance Navi. Lifestyle. Executive. 1.5 VTEC Turbo 173 CV 6v 5 Plazas. 29.900 €. 32.550 €. Lowest price in 30 days. Get it as soon as Fri, Aug 26. FREE Shipping by Amazon. Only 6 left in stock - order soon. AJP Distributors Inc ACURA HONDA JDM VIP LS B20 VTEC OIL SUPPLY ADAPTER ALUMINUM LINE CONVERSION KIT VTEC HEAD TO LS / B20 BLOCK (PURPLE) 2.7 out of 5 stars 2. $84.96 $ 84. 96. Get it Fri, Aug 26 - Tue, Aug 30. New Honda CR-V tersedia dengan dua pilihan mesin, 1.6 liter DOHC i-DTEC Diesel Turbo yang dipadukan dengan transmisi otomatis 9 Kecepatan, yangmenghasilkan 120PS pada 4.000 rpm, dan torsi maksimum 300Nm pada 2.000 rpm dan New Honda CR-V 2.0 liter SOHC i-VTEC dengan mesin CVT menghasilkan output maksimum 154PS pada 6.500 rpm dan torsi puncak Much like the Honda UR-V, the 2017 CR-V will share the same platform and engine choice. Providing a 1.5 liter turbocharged 4 cylinder with a rated power output of 190 horsepower, the 2017 CR-V will pack a powerful punch. For LX trims the CR-V will use the current K series 2.4 liter i-VTEC engine. Drivetrain - The all new 2017 Honda CR-V will For 2020, Honda refreshed the CR-V, bringing the first Hybrid CR-V to ever be sold in America. They replaced the standard 2.4L I4 with the 1.5L I4 turbo. Also, there are minor exterior styling changes, but most importantly Honda Sensing is now standard for all CR- Vs. Fifth-gen. CR-V: Problem Areas Cr-v 4 IV 2.0 I-VTEC 155 4WD EXCLUSIVE NAVI AT (2013) Voiture achetée neuve pour utilisation familiale et souhait fort de fiabilité pour ne pas avoir d'entretien à gérer autre que la révision eyaW4Do. Honda has just unveiled the sixth-generation CR-V, which has been completely redesigned and will go on sale for the 2023 model year in the United States this summer between June and August. Initially, the brand’s all-new SUV will be offered with turbo power before hybrid variants are introduced later in the year. The EX and EX-L variants will get an updated version of the litre VTEC Turbo engine, which Honda claims is better refined while providing improved emissions performance. Notable enhancements to the four-cylinder mill include a new high-efficiency, high-response turbocharged as well as a 4-2 exhaust port cylinder head. Outputs remain unchanged despite these revisions, with the engine churning out 190 hp 193 PS and 243 Nm of torque, although these arrive at different engine speeds compared to before. In the case of peak horsepower, it now arrives 400 rpm later at 6,000 rpm, while peak torque now arrives 300 rpm earlier from 1,700 to 5,000 rpm. The VTEC Turbo continues to be paired with a CVT, which also gets tweaks to reduce noise and vibration. As for the hybrid powertrain, it can only be had with Sport and Sport Touring variants. The setup is similar to what you’ll find in the latest Civic eHEV, with a litre Atkinson cycle four-cylinder engine and e-CVT working together with two electric motors for a total system output of 204 hp 207 PS. It should be noted the quoted figure is less than the outgoing model with the same setup that was rated at 212 hp 215 PS. However, one of the electric motors not the one that acts as a generator for the battery is actually torquier than before, generating 335 Nm instead of 315 Nm. The newer hybrid powertrain also earns the CR-V a tow rating of 454 kg 1,000 pounds where the previous one didn’t get a figure at all. All variants can be optioned with all-wheel drive marketed as Real Time AWD with Intelligent Control System, with the system now able to send 50% of engine torque to the rear wheels for better traction in slippery conditions like snow and mud – the Sport Touring gets this as standard. In terms of drive modes, there are three standard selectable options Normal, Econ and a new Snow, with Sport being an additional mode for hybrid variants. Other mechanical revisions include a stiffer front subframe and repositioned steering rack to improve feel and accuracy. The rear subframe also gets stiffened for the re-tuned multilink suspension which features a 15% higher spring rate for the upper spring mount – MacPherson struts continue to be used at the front. Styling-wise, the latest CR-V ditches the curvy shape of its predecessor for a sharper, more rugged look. The bolder appearance is said to be inspired by the recently redesigned Ridgeline and Passport TrailSport, with key cues being the large, upright gloss black grille that is flanked by slim LED headlamps. The angular bumper is also new, and on hybrid variants, it features a wide lower intake with chrome accents and L-shaped elements that integrate what appears to be vertical air slits. Non-hybrid models get a tamer look that is depicted by the red car in the gallery below. You’ll also notice the longer bonnet, which is a result of the A-pillars being moved rearwards by some 119 mm. The base of the A-pillars has also been moved 71 mm outward and sit mm lower than the previous CR-V. Along the sides, a prominent beltline highlights the reshaped window line that has a less pronounced kink near the base of the D-pillars, accompanied by familiar lower body cladding. Moving to the rear, we find vertical taillights that are a nod to the outgoing model, although they are sleeker in appearance on the new SUV. The reprofiled tailgate also sees the number plate being placed higher up, with the lower recessed section omitted entirely. Those rectangular exhaust finishers are only fitted to Sport and Sport Touring variants, both of which also get 18-inch and 19-inch black alloys respectively – the EX and EX-L settle for 18-inch silver units instead. If the new CR-V looks larger than its predecessor, your eyes aren’t deceiving you. The sixth-gen model measures 4,694 mm long +69 mm and 1,864 mm wide +10 mm, while the height is just slightly reduced to 1,681 mm -8 mm. Of more significance is the wheelbase, which has grown by 40 mm to span 2,700 mm. The wider gap between the wheels means there’s more rear seat legroom +15 mm, and the bench now features eight angles of recline for increased comfort. Other benefits include a larger front-to-rear-seat couple distance and more cargo room in both turbo and hybrid variants. Also on the inside is the Civic-inspired dashboard that was revealed days before today’s official debut. Much of the design is almost a carbon copy of the sedan, including the three-spoke steering wheel, full-width mesh-covered air vents and freestanding infotainment touchscreen, the last of which measures seven inches in the EX and Sport, and nine inches in the EX-L and Sport Touring. One area that differs from the Civic is the centre console, which is larger in the CR-V given the SUV’s overall size. This allows the gear lever to be placed side-by-side with the drive mode selector, hill descent control button and electronic parking brake switch. These items are placed aft of a storage cubby that integrates a Qi wireless charger EX-L and Sport Touring only, with a pair of cupholders sandwiched between the raised centre console and armrest. All variants of the CR-V come with support for Android Auto and Apple CarPlay, with wireless connectivity being reserved for EX-L and Sport Touring variants. A seven-inch digital instrument cluster is part of the basic kit list too, as is 10 airbags, hill descent control, rear seatbelt reminder, rear seat reminder and driver attention monitor and Honda Sensing. The suite of safety and driver assistance systems is now supported by a new 90-degree field of view camera and 120-degree field of view millimetre-waveradar, with additional functions being new Traffic Jam Assist TJA, Low-Speed Braking Control and Traffic Sign Recognition TSR. Blind spot information BSI is now standard, and existing features such as Adaptive Cruise Control ACC with Low-Speed Follow and Lane Keeping Assist LKAS are now capable of more natural responses. Cloth upholstery is included in EX and Sport variants, while leather is used in the EX-L and Sport Touring. The hybrids also get two additional USB-C ports for rear passengers on top of the USB-A and USB-C ports at the front of the cabin, while the range-topping option is the only one with a 12-speaker Bose sound system. So, there you have it, the all-new CR-V? Are you impressed by the SUV’s new look, or do you prefer its predecessor? Are you hoping we get the redesigned SUV with the hybrid powertrain? Share your thoughts in the comments below. Tags Honda CR-V 2023 The Turbo engine is part of the “L-Series” engine family, which has been produced in various forms worldwide since 2001. The Turbo engine debuted in the in the 2016 Honda Civic and is currently available in multiple Civic, CR-V and Accord models Honda has sold more than 3 million cars and light trucks in the powered by this engine since 2016 One of the latest in a long line of Honda engines renowned for its power, efficiency, and reliability, the turbocharged 4-cylinder is part of the “L-Series” engine family, which has been produced in various forms worldwide since 2001. Since the Turbo engine debuted in the in the 2016 Honda Civic, eight versions of the engine have been available with outputs ranging from 174 to 205 horsepower SAE net in various applications, and more than 3 million have been sold. Common features across all seven versions of the engine include a double overhead cam DOHC cylinder head, dual Variable Timing Control™ VTC™, direct injection, and a low-inertia mono-scroll turbo system that uses an electric wastegate to control boost pressure. Today the latest versions of the Turbo are found under the hoods of Civic, CR-V and Accord models. Engine InternalsTo minimize weight, the engine block is die-cast aluminum. Individual reinforced main bearing caps add strength. Cast-in iron cylinder liners provide long-lasting durability. Each journal on the lightweight forged-steel crankshaft is micropolished to reduce internal friction. The connecting rods are made of a lightweight, high-strength steel, heat-forged in one piece and then “crack separated” to create a lighter and stronger rod with an optimally fitted bearing cap. Lightweight pistons use “cavity-shaped” crowns, to provide a high-tumble intake charge that further enhances combustion efficiency. The piston’s carefully optimized skirt is designed to minimize reciprocating weight, reducing vibration and increasing operating efficiency. Twin oil jets directed at the underside of each piston crown keep the pistons cool to help prevent detonation, and ion-plated piston rings help reduce friction for greater operating efficiency. DOHC Cylinder Head and ValvetrainThe lightweight DOHC cylinder head is made of pressure-cast aluminum alloy, with the exhaust manifold cast directly into the cylinder head. This eliminates the need for a separate exhaust manifold, reducing weight and complexity. Additional weight reduction measures are used throughout, such as smaller M12 spark plugs, and thin-walled hollow camshafts. A low-friction, silent chain drives the dual overhead cams, and the cam drive is maintenance free for the life of the engine. Sodium-filled exhaust valves are cooled by the exhaust port cooling jacket, rather than an enriched fuel mixture used in many turbo engines. This enables a leaner mixture, reducing emissions, increasing fuel efficiency and power. Variable Timing Control™ VTC™ varies the phase of both the intake and exhaust camshafts independently, optimizing cam timing to suit driving conditions. Under light loads, valve overlap can be increased to reduce pumping losses and improve fuel efficiency. When engine speed is low and engine load is high, such as during initial acceleration, the amount of overlap is increased to boost the scavenging effect, which improves torque and responsiveness. When engine speed is high and engine load is also high, such as during full-throttle acceleration, the amount of valve overlap is reduced to increase engine output by improving both intake and scavenging. First introduced to the engine on the 2018 Accord, Variable Valve Timing and Lift Electronic Control VTEC has since been adopted for other versions of the engine. Working in conjunction with the VTC™ system, VTEC alters valve lift, timing and duration of the exhaust valves. The increased valve lift from VTEC operation varies to improve gas scavenging at low rpm, part throttle conditions, as well as higher rpm, full throttle operation, helping to improve performance across the engine speed range. Fuel DeliverySupplying fuel is a direct-injection system featuring a compact, high-pressure, direct-injection pump with high fuel flow, pulsation suppression and variable pressure control to optimize injector operation. The multi-hole injectors deliver fuel directly into each cylinder, optimizing fuel atomization for more efficient combustion. Thanks to the precise control the system enables, the multi-hole injectors can create the ideal stoichiometric fuel/air mixture in the cylinders for good emissions control, adjusting its function for the best performance based on operating conditions. For example, on cold engine startup, fuel is injected into the cylinders on the compression stroke. This creates a weak stratified charge effect that improves engine start-up and reduces exhaust emissions before a normal operating temperature is reached. Once the engine is fully warmed up, fuel is injected during the intake stroke for maximum power and fuel efficiency. This also helps create a more homogeneous fuel/air mix in the cylinder. Aided by the high-tumble intake port design, this improves volumetric efficiency and reduces knock thanks to the cooling effect of the incoming fuel. Turbo SystemFor maximum responsiveness, a small-diameter MHI TD03 turbo is used. The single-scroll housing design helps the turbo build boost even at relatively small throttle openings and low engine speeds. The electrically actuated wastegate enables precise control of boost pressure. Cooling the intake charge is a large low-restriction intercooler, in all cases positioned low in the front of the car where it receives essentially unobstructed airflow when the vehicle is in motion. As intake air is compressed by the turbo, it heats up, and the intercooler helps reduce that temperature, making it denser and improving performance. Lightweight resin composite inlet pipes carry air to and from the intercooler to reduce the overall weight of the turbo system. 10th-Generation Civic 2016-2021For the market, the Turbo L15B7 was first introduced on the 10th-generation Civic Sedan and Coupe in EX-T, EX-L and Touring grades. Running psi of peak boost, the engine produces 174 horsepower SAE net 6,000 rpm and 162 SAE net 1,700-5,500 rpm — a significant upgrade of 16 horsepower and 24 of torque over Civic’s standard naturally aspirated engine. All grades of the 10th-generation Civic Hatchback were also powered by the new turbocharged engine. However, the Sport and Sport Touring models were equipped with a variation of the engine L15BA that produces 180 horsepower SAE net 6,000 rpm running at the same boost levels. This is due to a freer-flowing center-exit exhaust system and upgrades that benefit from higher octane premium fuel. When equipped with a manual transmission and running on premium fuel, the engine also received a bump in peak torque to 177 SAE net 1,900-5,000 rpm. Introduced for the 2017 model year, the Civic Si Sedan and Coupe were powered by a 205-horsepower version of the Turbo L15B7 High Output paired exclusively with a manual transmission. The horsepower improvement was due largely to an increase in boost to psi which also required premium fuel. 5th-Generation CR-V 2017-presentIntroduced for the 2017 model year, the redesigned fifth-generation CR-V also featured the turbocharged engine L15BE in EX, EX-L and Touring trims. Since the 2020 model year, the engine has been standard in all non-hybrid versions of the compact SUV putting out 190 hp SAE net 5,600 rpm and 179 of torque SAE net 2,000-5,000 rpm. In this application, the pistons feature a reshaped crown, which lowers the compression ratio from in Civic to The reshaped 9-blade turbine impeller inside the turbocharger is also used. This change allows boost pressure to be increased to psi while still using regular unleaded fuel. Finally, the induction system includes a 4% improvement in overall flow, which also contributes to the higher output. 10th-Generation Accord 2018-present When it debuted for the 2018 model year, the 10th-generation Accord featured the Turbo in LX, EX, EX-L, Touring, and Sport grades. In 2022, it is available in the Accord LX, Sport, Sport SE and EX-L. The Turbo used in the Accord L15BE with VTEC is similar to the version powering the CR-V. It features numerous updates including psi of turbo boost and VTEC variable valve lift technology on the exhaust side. This is the first time VTEC was used on the Turbo. It improves performance across the rev range by working in conjunction with VTC™ to enable improved gas scavenging. Additional modifications to the engine include a new “4 into 2” exhaust manifold design cast into the head. This groups the exhaust from the 1 and 4 cylinders and 2 and 3 cylinders, with each group using a separate exit port to the turbocharger. This design helps smooth exhaust flow to the turbocharger for more efficient operation and better low-rpm response. The result of these changes are ratings of 192 hp SAE net 5,500 rpm and 192 of torque SAE net 1,600-5,000 rpm on regular unleaded gasoline. 11th-Generation Civic 2022-present Powering the new 11th generation Civic Sedan EX and Touring grades, as well as the Civic Hatchback EX-L and Sport Touring is the latest of the Turbo L15B7 with VTEC. Compared to the versions of the engine used in the 10th generation Civic, multiple updates have been made to improve output, fuel efficiency and emissions. The most significant was the addition of VTEC to the exhaust cam, improving exhaust efficiency and optimizing valve overlap. The new Civic engine also uses a “4 into 2” exhaust manifold design, similar to the one used on Accord, and a compression ratio. In the latest Civic the engine also uses a reshaped 11-blade turbine impeller design in the turbocharger, and it combines with a new flow path to enable the turbocharger to generate pressure in a wider range and more efficiently. Exhaust channeled to the turbo now enters the turbine wheel diagonally, rather than from the side as before. Moreover, by reducing the curvature of the intake air entry to the compressor housing and the high-pressure side pipe, which leads to charged intake air discharge, the pressure drop is reduced. This increases efficiency by approximately 5% in all areas, resulting in high responsiveness and high output. With these changes the engine’s peak output of 180 hp SAE net 6,000 rpm and 177 of torque SAE net 1,700-4,500 rpm are possible at psi of boost on regular unleaded fuel, instead of premium in the 10th-generation Hatchback. The new high-performance 2022 Civic Si is equipped with a 200 hp SAE net 6,000 rpm version of the engine L15CA that features the reshaped 11-blade turbine impeller design, psi of boost, VTEC, a compression ratio, and significant power delivery improvements. It now maintains more output between its 6000-rpm power peak and its 6600 rpm redline than it did in the previous Si models L15B7 High Output and its peak torque of 192 arrives at 1800 rpm, 300 rpm sooner than before, for quicker punch off the line and out of tight corners. 6th-Generation CR-V 2023 An updated and refined version of the direct-injected turbocharged 4-cylinder engine is under the hood of the 2023 CR-V EX and EX-L models. The engine has received multiple enhancements to provide a more refined driving experience and enhanced power delivery. Running on regular unleaded gas, the engine produces 190 horsepower 6,000 rpm SAE net and maintains peak power over a broader range at high revs than before. Its 179 SAE net peak torque spans 1,700-5,000 rpm, arriving 300-rpm earlier than before for a more responsive feel. VTEC variable valve timing is now used on the exhaust side of the twin-cam head. This helps improve exhaust efficiency and optimizing valve overlap, efforts that contribute to improved fuel efficiency. It also helps lower the engine speed for peak torque. More information about the benefits of VTEC is available here. For emissions, a new catalytic converter that minimizes the use of rare metals is used, helping CR-V achieve LEV3 SULEV 30 emissions certification ULEV 50 with AWD. Further aiding fuel economy and reducing emissions is a new idle-stop system that turns off the engine at stoplights. Improving acceleration response is a high-efficiency high-response turbocharger and low pressure-loss turbocharger piping. The turbocharger now routes exhaust gas diagonally to the turbine wheel, and the turbine blades also have been reshaped, helping the turbocharger generate pressure in a wider range of engine speeds and more efficiently. The exhaust manifold is now a 4-into-2 design, which consolidates the exhaust from the number 1 and 4 cylinders into one port, and the number 2 and 3 cylinders in a separate port. This reduces exhaust pulse interference, improving intake and exhaust efficiency, especially at low engine speeds. Engine noise has been significantly reduced by a new high-rigidity crankshaft and oil pan, and a new intake cover. Further noise reduction measures include noise-insulating engine mounts and a new muffler redesigned from a J-turn internal structure to an S-turn. Honda Turbo Applications Model Model Years Trims Engine Code Horsepower SAE Net Torque SAE Net Civic Sedan 2016-2021 EX-T, EX-L, Touring L15B7 174 6000 rpm 162 1700-5500 rpm Civic Coupe 2016-2020 EX-T, EX-L, Touring L15B7 174 6000 rpm 162 1700-5500 rpm Civic Hatchback 2017-2021 LX, EX, EX-L L15BA 174 6000 rpm 162 1700-5500 rpm Civic Hatchback 2017-2021 Sport, Sport Touring CVT L15BA 180 6000 rpm 162 1700-5500 rpm Civic Hatchback 2017-2021 Sport, Sport Touring 6MT L15BA 180 5500 rpm 177 1900-5000 rpm Civic Si 2017-2020 All L15B7High Output 205 5700 rpm 192 2100-5000 CR-V 2017-2023 EX, EX-L, Touring L15BE 190 5600 rpm 179 2000-5000 rpm Accord 2018-Present LX, EX, EX-L, Sport, Touring L15BE w/VTEC 192 5500 rpm 192 1600-5000 rpm Civic Sedan 2022-Present EX, Touring L15B7 w/VTEC 180 6000 rpm 177 1700-4500 rpm Civic Hatchback 2022-Present EX-L, Sport Touring L15B7 w/VTEC 180 6000 rpm 177 1700-4500 rpm Civic Si 2022-Present All L15CA 200 6000 rpm 192 1800-5000 rpm CR-V 2023 EX, EX-L L15BE 190 6000 rpm 179 1700-5000 rpm A turbo engine with both exceptional fuel economy and high performance The norm for turbo engines used to be "high power, low fuel economy." Honda' s VTEC TURBO is a new era engine that is both fuel efficient, and provides an enjoyable ride. The VTEC TURBO retains all the fuel economy benefits of a small engine, and by combining its turbo charger with a direct injection system and variable valve timing mechanism, produces a feel of power that is smooth from low revs, exceeding the torque of a engine, to the high end. Acceleration is exhilarating on any road, from urban driving to highways, and uphill climbs. In addition, the VTEC TURBO is designed to perform well even on regular gasoline, so even more customers can enjoy its benefits. VTEC TURBO's Three Vital Technologies Small displacement engines are fuel efficient and light, but compared to a large engine, do not have a much power or torque. Supercharging using a turbo charger overcomes the power problem. Honda' s VTEC TURBO realizes high fuel economy and exhilarating power through three vital technologies Dual VTC for Intake and Exhaust, Direct Injection System and High Tumble Intake Port, and Highly-responsive Turbocharger with Electronic Wastegate. 1. Direct Injection System and High Tumble Intake Port The turbo engine' s disadvantage was that by sending high-pressure air into the engine, its temperature and pressure would rise, resulting in knocking. The VTEC TURBO uses direct injection technology to inject fuel directly into the cylinders, lowering the temperature within the cylinders by the gasoline’ s vaporization heat. High tumble intake ports that strengthen intake airflow, and tumble flow maintaining pistons, allow fuel to be quickly and efficiently burned. By the cooling effect of direct injection and rapid combustion by high tumble flow, knocking is solved. Within the combustion chamber Fuel injection - Burning behavior 2. Dual VTC for Intake and Exhaust Conventional turbo engines could not supercharge efficiently at low revs, causing slow engine response. With the VTEC TURBO, Valve Timing Control VTC changes the timing for intake and exhaust valves to operate, controlling the amount of time both types of valves are simultaneously open. This allows efficient supercharging even at low engine revs. 3. Turbocharger with Electronic Wastegate Conventional turbo engines suffered from "turbo lag." Acceleration lags behind depressing the accelerator, as exhaust energy has to rise to spin the turbines, which then increase intake amount. With the VTEC TURBO, this problem is avoided by using a turbocharger with electronic wastegates equipped with small-diameter turbines that spin efficiently on small exhaust energy. The result is a sharp, responsive turbo engine, which rapidly responds to how the accelerator pedal is depressed. Other Technologies The Intercooler is a device that reduces the temperature of intake air compressed and heated by the turbocharger, before it is sent to the engine. Without the high-temperature air being cooled first, the temperature within the engine would rise, causing knocking. The intercooler also sends more air to the engine by cooling intake air to reduce its density as heated air expands and reduces air density and increases volume allowing the engine to operate even more efficiently. 2. Water-cooled exhaust manifold built into cylinder-head Turbochargers use high-temperature exhaust gas from the engine’ s combustion chamber to send air into the engine. As turbocharged engines have high torque, the exhaust gas from the combustion chamber can exceed 1,000°C. Water jackets within the cylinder heads reduce exhaust gas temperature to an optimal level, before it enters the turbocharger. Durability of the components, which means the turbocharger' s reliability, is increased. Water jackets also allow for cooling in addition to fuel cooling, helping to increase fuel efficiency. Related Topic VTEC TURBO Contrasting the VTEC TURBO which is fuel efficient and fun, the VTEC TURBO focuses on power. Inheriting the basic design of the version, the VTEC TURBO is equipped with a variable lift mechanism and enhanced cooling performance, realizing higher output. The result is an engine with the fuel economy of a straight 4-cylinder engine, and 320PS power, equivalent to a large 6-cylinder engine. The Civic Type R takes full advantage of the high performance and light weight of this engine, setting a new front-wheel drive lap record*1 of 7 minutes seconds*2 at the Nürburgring Nordschleife. The VTEC TURBO engine is considerate of environmental performance demanded in these times, yet pursues an even more enjoyable driving experience. *1 Honda research as of April 2017 *2 Honda measurement Enhanced cooling performance through measures such as cooling channel-equipped pistons Civic Type R sets fastest front-wheel drive lap at the Nürburgring* Honda research as of April 2017 VTEC TURBO Fuel Efficient Under Any Condition The VTEC TURBO engine is fuel efficient under any condition from city driving with frequent stopping and starting, to highway driving. For city driving, a naturally-aspirated engine produces high torque because of its displacement. The VTEC TURBO engine produces more torque than the naturally-aspirated engine, thanks to its turbo. The VTEC TURBO allows a small, engine to perform as well as a engine. Summary Honda' s VTEC TURBO is a technology that efficiently uses every last drop of gasoline, through a combination of turbo charger, direct injection system, and variable valve timing mechanism. Through VTEC TURBO and hybrid systems, Honda strives to combine driving pleasure with environmental performance.

honda cr v vtec turbo