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Honda Accord 2.2 i-CTDI Sport

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Honda Accord 2.2 i-cdti

Technical Specifications

Photo by Petar Akšamović
Čačak, Serbia

Specifications

Technical Specifications and performance figures

2.2 I-CDTI (2,204cc) 103kW (140PS) at 4,000rpm; 340Nm (250 lb ft) torque at 2,000rpm; Euro IV compliant.
5-speed manual transmission only.
Powering the Honda Accord 2.2 i-CTDi is a double overhead camshaft, 2.2 litre turbocharged 4 cylinder engine, with 4 valves per cylinder that produces power and torque figures of 137 bhp (139 PS/102 kW) at 4000 rpm and 340 N·m (251 lb·ft/34.7 kgm) at 2000 rpm respectively. The engine powers the wheels through a 5 speed manual gearbox. Having a stated weight at the kerb of 1473 kg, the Honda Accord 2.2 i-CTDi performs the 0-60 mph yardstick in 9.6 seconds and the quarter mile from rest in 17.5 seconds. The Honda Accord 2.2 i-CTDi is said to be able to attain a maxiumum speed of 209 km/h (130 mph), official fuel consumption is 6.7/4.6/5.4 l/100km urban/extra-urban/combined, and carbon dioxide emissions are 143.0 g/km.

Saloon

Saloon 5-speed manual: 0-60 9.1 seconds; top speed 130mph; combined consumption 5.4 l/100km (52.3mpg); CO2 emissions 143g/km (VED Band A £115 pa); EU4

Dimension

Length 4,665mm (14’ 4”)
Width (not including mirrors) 1,760mm (5’ 9”)
Height 1,450mm (4’ 9”)
Luggage Capacity 459 litres
Kerb weight 1,310 – 1,507kg (excluding driver)
Maximum Tow: TBA

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Honda Accord 2.2 i-cdti

Photo by Petar Akšamović
Čačak, Serbia

Honda Accord 2.2 i-cdti

Engine

Photo by Petar Akšamović
Čačak, Serbia

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Engine

engine type turbocharged diesel Engine manufacturer Honda Engine code Cylinders Straight 4 Capacity 2.2 litre 2204 cc (134.496 cu in) Bore × Stroke 85 × 97.1 mm 3.35 × 3.82 in Bore/stroke ratio 0.88 Valve gear double overhead camshaft (DOHC) 4 valves per cylinder 16 valves in total maximum power output 139 PS (137 bhp) (102 kW) at 4000 rpm Specific output 62.2 bhp/litre 1.02 bhp/cu in maximum torque 340 Nm (251 ft·lb) (34.7 kgm) at 2000 rpm Specific torque 154.26 Nm/litre 1.86 ft·lb/cu3

Engine construction

sump wet sumped compression ratio 16.7:1 Fuel system common rail direct diesel injection bmep (brake mean effective pressure) 1938.6 kPa (281.2 psi) Maximum RPM crankshaft bearings Engine coolant Water Unitary capacity 551 cc Aspiration Turbo D. Compressor Intercooler Catalytic converter Y

Fuel consumption

Fuel consumption 6.7/4.6/5.4 l/100km urban/extra-urban/combined universal consumption (calculated from the above) litres/100km 6.7/4.6/5.4 l/100km urban/extra-urban/combined km/litre 14.9/21.7/18.5 km/l urban/extra-urban/combined UK MPG 42.2/61.4/52.3 UK MPG urban/extra-urban/combined US MPG 35.1/51.1/43.6 US MPG urban/extra-urban/combined Carbon dioxide emissions 143.0 g/km Carfolio Calculated CO2 ? 143.10 g/km VED band (UK) F CO2 Effizienz (DE)

youtube video

Honda - The Cog

Video by Honda Suisse
Suisse

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HONDA ACCORD 2.2 I-CDTI

Chassis

Photo by Petar Akšamović
Čačak, Serbia

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Chassis

Engine position front Engine layout transverse Drive wheels front wheel drive Torque split N/A Steering power assisted rack & pinion turns lock-to-lock 3.000 Turning circle 11.60 m Front suspension I.DW.CS.ARB. Rear suspension I.5Li.DW.CS.ARB. Wheel size front 6½JJ x 16 Wheel size rear 6½JJ x 16 Tyres front 205/55 R 16 Tyres rear 205/55 R 16 Brakes F/R VeDi/Di-S-ABS Front brake diameter 300 mm Rear brake diameter 260 mm Braked area Gearbox 5 speed manual Top gear ratio 0.69 Final drive ratio 3.29

Aerodynamics

Drag coefficient Frontal area CdA

Bodywork

Body type 4/5 seater sedan/saloon Number of doors 4

Honda Accord 2.2 i-CDTI Sport

Review

Photo by Petar Akšamović
Čačak, Serbia

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Review

IT’S just as well that the Accord is proving to be extremely economical, with 50mpg an easily attainable figure, because the car seems to have taken trips to the filling station as a personal affront. Stupidly, I left it until the Accord was very low on diesel to fill up, but at least I was close to home. I pulled up to the pump, pushed the filler cap lever, unhooked the nozzle from the pump and stood there. The flap was resolutely closed, like a child refusing to take its medicine. Five minutes of embarrassed tinkering, poking and pulling didn’t get the thing open, so with a queue forming behind me, I went home to have a more concerted go at it. Even with more time, I couldn’t prise it open with various long, thin implements: the bolt was still firmly in place holding the cap shut. As a last attempt before calling Honda Assistance, I resorted to the most unscientific method – pushing the lever lots and lots of times while swearing at it. Amazingly, one of the dozens of presses finally activated the bolt and the flap sprang open triumphantly.

Honda Accord (2003–2008)

Description of bloggers

Photo by Petar Akšamović
Čačak, Serbia

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Honda Accord (2003–2008)

These days, if you make a mass-market ‘family car' you're in trouble. Because the mass is moving out of this market. No one spending their own money wants to be seen in a rep's special any more. Unless, of course, they're buying it at such a knockdown price they can't help themselves. They'd far rather have a second-hand BMW or Mercedes. And, if they're spending upwards of £20k, they want a new BMW or Mercedes. There are a few in-between cars, like the Audi A4, the SAAB 9-3, the Rover 75 and Volvo S60, and, to a lesser extent, the VW Passat and Skoda Superb. But Mondeo, Vectra, C5, 406 and Laguna are just too ten a penny to command serious cash. So what do you do if you're Mazda with the 626, or Toyota with the Avensis, or Honda with the Accord? Mazda simply decided to build the best mass-market family car, and came up with the sensational Mazda 6. Great car. Stunning value. We're now seeing the new Toyota Avensis appearing on Britain's roads; a bigger car than its predecessor.

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