No Accord & CR-V diesels for the Indian market says, Honda’s Jnaneswar Sen

For quite some time now, Honda has been selling diesel engined variants of the Honda Accord sedan and the CR-V crossover in the European market. The engine in question is a 2.2 liter, four cylinder turbo diesel unit, which in different states of tune, has been powering the Accord and the CR-V. In India though, Honda has been steadfastly avoiding the option of offering the Accord and the CR-V with the diesel engine stating that this engine is not suitable for the Indian market due to the quality of diesel available in India not matching European standards, to which this engine is said to be designed.

Here’s what Honda SIEL Cars India’s senior vice president for sales and marketing, Jnaneswar Sen has had to say about why Honda will not launch a diesel engined Accord or CR-V,
While it is technically possible to downgrade both these engines, the low volumes of the Accord and CR-V (in India) do not justify it. Also the engines for the European market have been developed taking into account the low sulphur content in the diesel there, unlike in India.
That said, the prescribed standard for ultra low sulphur diesel for most of the European Union confirming to Euro V emission norms is 10 ppm(parts per million), the ultra low sulphur available in India from 2010 confirms to 15 ppm, which is very close to the EU figure. All in all, this news would come as a dampener to many prospective Accord and CR-V buyers, who for long have been hoping for diesel engined variants of these cars. One factor however, could work in favor of the Accord and CR-V in the future.

Honda is said to be developing a more powerful version of the 1.6 liter i-DTEC turbo diesel engine with EarthDreams technology, that was recently showcased at the 2012 Geneva Motor Show. The more powerful version of this engine, pumping out 160 Bhp and 349 Nm is said to be aimed at replacing the current 2.2 Liter diesel engine. If that happens, Honda’s bad Indian diesel talk might not be a valid reason anymore in case the 1.6 Liter i-DTEC engine powers the 2012 Honda Civic in India as well.

For now though, Honda’s current focus seems to be on small capacity diesel engines that could power the likes of the Brio and the Jazz in the Indian market, and more importantly these cars would bring in the much needed volumes for the car maker. However, it remains to be seen how well Honda manages to adapt the under-development diesel engines to work with Indian diesel, for that would make or break the brand, highly renowned for its engine technology globally, in the Indian car market.

Source;
http://www.indiancarsbikes.in/cars/honda-accord-cr-v-2012-diesel-india-57299/

Honda CR-V 2.2 i-CDTi EX - Short Take Road Test

Ah! Stop the madness! Bring this car to North America!

For all you Manual Transmission die-hards, look at the lower middle console....
A diesel CR-V proves to be one stingy little trucker.
BY JARED GALL July 2009

When you’re talking trucks, diesel power trumps all. With their mountainous torque, diesels put up huge numbers for towing, and the engines also deliver (relatively) small fuel-consumption figures and—in a more recent development—low emissions. But what about compact trucks? Is a diesel the same feel-good pill in a unibody, car-based trucklet?

Hey, Don’t I Know You?
To find out, we called up the diesel wizards at Bosch and borrowed a German-market Honda CR-V oil-burner from their fleet. This is the same 2.2-liter four-cylinder turbo-diesel we tested in a Euro-market Honda Accord in August of 2008, with 138 hp and 251 lb-ft of torque. That’s 28 fewer hp but 90 more lb-ft than the gas CR-V we get here, twisting through a six-speed manual in our tester.

While the Accord seemed compromised by the diesel and its relative lack of zest, the engine is a more natural fit in the CR-V; few people expect rocket power in their small SUVs. Indeed, although the diesel CR-V’s 9.4-second 0-to-60 huff would have placed it second to last in our most recent compact-SUV comparo, it is within one second of all but the two fastest competitors and only 0.3 second behind both the test average and the gas-powered CR-V. And, once its turbo spun up, the diesel CR-V’s 17.0-second quarter-mile run at 80 mph would have landed it firmly mid-pack, 0.1 second ahead of its gas sibling, which also happens to weigh over 200 pounds less than the oil-burner. Our observed fuel economy of 28 mpg, on the other hand, exceeds the comparo average by 47 percent. For comparison, our highest recorded average for a gas-fueled CR-V is 22 mpg.

Honda-High Redline—for a Diesel
This small diesel is at its most impressive at high rpm, where it pulls hard even past the indicated 4500-rpm redline, all the way to the 5000-rpm fuel cutoff without a hint of the high-rpm drop in power historically associated with diesels and still exhibited by many modern oil burners. The turbo is slow to spool up, though, taking what feels like two full seconds or more to wind up to full power. Thankfully, the six-speed manual wouldn’t feel too out of place in a Honda S2000, and its slick action facilitates quick shifts that keep the turbo on boil. Once the boost spools up, back-road passes are quick, and the torquey four doesn’t seem to care much what gear it’s in.

Specifications
VEHICLE TYPE: front-engine, four-wheel-drive, 5-passenger, 5-door wagon
ESTIMATED PRICE AS TESTED: $33,000 (Germany)
ESTIMATED BASE PRICE: $24,000 (Germany)
ENGINE TYPE: turbocharged and intercooled DOHC 16-valve diesel inline-4, aluminum block and head, direct fuel injection
Displacement: 134 cu in, 2204ccPower (SAE net): 138 bhp @ 4000 rpmTorque (SAE net): 251 lb-ft @ 2000 rpm
TRANSMISSION:6-speed manual
DIMENSIONS:Wheelbase: 103.1 in Length: 177.9 in Width: 71.6 in Height: 66.1 in Curb weight: 3724 lb

C/D TEST RESULTS:
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 33.3 sec
Street start,
5–60 mph: 10.5 sec
Standing ¼-mile: 17.0 sec @ 80 mph
Braking,
70–0 mph: 177 ft Roadholding, 300-ft-dia skidpad: 0.78 g

FUEL ECONOMY: C/D observed: 28 mpg (US mpg)
But the amount of noise produced by this engine makes it feel relatively unrefined, and it’s way louder inside at idle than a gas-fired CR-V (51 dB versus 39 dB). A VW Jetta TDI’s diesel engine is similar in size and output but quiet enough to mask its sparkless roots. The CR-V, on the other hand, clatters so much that drivers might think they’re sitting seven feet off the ground and have a sleeper berth behind them. Personally, we like the small diesel clatter, because we like to know we’re driving something a little different, but we see how some might find it off-putting. As for the usual towing benefit of a diesel, the oil-burning CR-V is rated in Europe to handle 4400 pounds, an additional 1100 compared to the equivalent gas-powered version.

No Plans to Bring it Stateside
A price increase of between six and seven percent (depending on country) in Europe translates to about an extra $1500 in the U.S., a difference that would take about 50,000 miles to make up at current fuel prices. But that’s a palatable premium to us; we find the torque rush addicting. Besides, there’s nothing wrong with getting better mileage (as long as you don’t hypermile to do it; that stuff is just wrong).

However, given the current volatile fuel market, that 50,000 miles could become 75,000 or 80,000 tomorrow. Besides, the various ways gasoline and diesel vehicles are taxed throughout Europe means that the pricing difference could be much greater in the U.S., and although the vehicle seen here meets current European emissions regulations, it does not meet the U.S.’s stricter set of rules. Cleaning it up even more would further compound any price difference. Not that it matters, as there is no diesel CR-V headed across the pond any time soon, and Honda’s plans to bring any diesels to the U.S. are currently on hold while the company expands its hybrid lineup.

Source;
http://www.caranddriver.com/reviews/car/09q3/honda_cr-v_2.2_i-cdti_ex-short_take_road_test