As I have noted previously on the new Fit engine, a recent review from asia.vtec.net has proved that I am dead wrong about the speculation of the new engine used in the new Fit. I mentioned about the Fit’s engine uses dual sequential ignition system coupled with VTEC cam changing mechanism… As it is reviewed… Apparently the new Fit engine make do with single ignition system.
My assumption was stemmed from the new Fit 1.3L engine torque curve which maxed out at 2800 rpm (the same as the outgoing 1.3L i-DSI engine), and flat lined with tendency to dip. However at 3200 rpm the torque shoots up again until it reaches 5100 rpm, most likely attributed to the change of hotter cam profile, a proof of VTEC mechanism applied. However, as I have noted, the engine uses a single ignition system… And I can only say… WHAT THE @#)(*&^%$! HONDA!! Why can’t you use this system since day 1??!! I’m upset because as an i-DSI Fit owner, the 1.3L I-VTEC is like a dream engine, high torque at low rpm but can spins high and produce more power. The outgoing 1.3L i-DSI engine only produces 86hp, 14hp less than the new engine with the same fuel consumption.
The new 1.3L I-VTEC achieves power and frugality similar to the outgoing engine because it employs valve deactivation system… I’ll quit the technical mumbo jumbo, and go straight to the point. When the 1.3L engine is cruising it runs on 12 valve, while running hot (accelerating), the full 16 valve goes into action. Just what VTEC was intended, frugal low speed and cruise speed, while power can be achieved at wide open throttle condition
The new 1.5L I-VTEC produces a good 120ps, the highest naturally aspirated production 1.5L power output on any car in Japan. This number I assumed came from a “chipped” 110ps old VTEC engine… And again I am dead wrong. The old 1.5L VTEC uses valve deactivation system that is now used on the new 1.3L I-VTEC. Replacing that system is a full 16 valve that unlike found on the 1.3L version is that the 1.5L changes the valve timing and it also employs a cam changing system. While the 1.3L valve deactivation system is intended for low speed/cruising speed as the engine allow it, the 1.5L is designed for all out performance. Because the 1.5L only changes the valve timing, it is faster at generating torque across the rpm range, no flat line or dip in the torque curve like the 1.3L engine because it takes a bit time in activating the valve.
I really don’t know what I’m talking about here except for the 1.3L I-VTEC engine… After all, aside from marketing and general Honda stuff, I’m clueless… (Well, I have some more qualification but I don’t want to brag). More clear information can be read on asia.vtec.net website provided below.