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2011 Honda Odyssey Media Information Table of Contents 2011 Honda Odyssey

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High-Intensity Discharge (HID) Projector-Beam Headlights

The 2011 Odyssey Touring model includes Xenon high-intensity discharge (HID) low beam headlights with halogen high beams as standard equipment. The advantages of HID headlamps include greater lighting power, daylight-colour light balance and reduced power consumption. In addition, the cut lines of HID headlights are extremely precise, providing maximum nighttime visibility without distracting other drivers. An auto-leveling feature keeps the headlights level regardless of how the vehicle is loaded with passengers and/or cargo.

Daytime Running Lamps (DRL)

All 2011 Odyssey models feature Daytime Running Lights (DRL), which automatically turn on when the ignition is on and the parking brake is off.


The taillights feature a reflective inner-cube design as the background for the four lights and a reflector. The lenses are solid red for brake and running lights, and clear for the turn signals that have amber illumination. A large, rectangular back-up-light reflector provides extra illumination when backing up.

Fog Lights

Trapezoid-shaped fog lights that form-fit to openings within the front bumper are standard on Touring models and accessories on all other trim levels.

Side Mirrors

The Odyssey's power side mirrors are aerodynamically optimized to prevent wind noise and minimize turbulence. The side mirrors can be folded in for greater convenience in tight parking situations. When the driver puts the transmission in reverse on the Odyssey Touring model, the driver or passenger-side mirror can tilt down (depending on left/right/off mirror switch position) to reveal curbs and ground-level obstacles. The Odyssey Touring model includes mirror-position memory linked to the driver's seating profile (activated with the key fob or the controls near the driver's door release).

All Odyssey trims include heated side mirrors as standard equipment. Odyssey Touring models add side mirror-integrated turn signal indicators. All Odyssey side mirrors are black to blend in with the dark accents around the glass, which helps to accent the design of the profile. The Odyssey EX and above side mirrors have black painted housings, and the Odyssey Touring side mirror housing along with the supporting base structure is painted black..
One-Touch Power Moonroof with Tilt Feature

To tilt or slide the moonroof, the driver or front passenger needs only to fully press the ceiling-mounted switch once (instead of pressing and holding it for several seconds). The moonroof fully opens or closes automatically. However, if the operator wishes to only partially open or close the moonroof (such as to achieve partial ventilation), a lighter touch yields fully manual control. The moonroof can also tilt to provide ventilation. An auto-reverse feature is built in, helping to ensure that the moonroof will not forcefully close if someone's hand or arm is positioned in the path of the moonroof. If an obstruction is detected, the moonroof mechanism will reopen the moonroof.

Park Aid (Odyssey EX-L and Touring)

Included in the Odyssey EX-L and Touring models, the front and rear parking sensors help the driver detect objects close to the vehicle when parking. The driver can choose to turn off the rear sensors, which is advisable when towing.

Blind Spot Information System (Odyssey Touring)

The Odyssey Touring model is equipped with a blind spot information system (BSI) designed to detect vehicles in specified alert zones adjacent to the vehicle, particularly in harder to see areas commonly known as “blind spots” just behind the driver. When BSI detects a vehicle in an alert zone, a BSI alert indicator comes on near the corresponding side mirror. While the system is on, BSI is active whenever the shift lever is in the D position. When the vehicle is moving forward at a speed above 10 km/h (6 mph), the BSI alert indicator comes on under either of the following conditions:

1) A vehicle overtaking you is detected, entering the alert zone at a speed that differs from your vehicle’s speed by no more than 50 km/h (30 mph).
2) You pass a vehicle at a speed that differs from that vehicle’s speed by at least 10 km/h (6 mph). The indicator comes on approximately 2 seconds after the vehicle is first detected entering the alert zone. The system will not alert you to all vehicles in blind spot zones (such as vehicles you have just passed which you should already be aware of) unless it remains detected in the alert zone for approximately two or more seconds. The indicators will also blink when the turn signal is applied.

2011 Odyssey: Chassis
The Odyssey’s fully independent suspension design uses a combination of MacPherson front struts and a precise multi-link rear suspension for an engaging and comfortable driving experience.
As before, Honda engineers tuned the Odyssey’s suspension for secure, nimble and enjoyable handling, and for 2011 it is better equipped to insulate passengers from road noise. The 2011 Odyssey has stiffer rear-suspension mounting points that reduce ride harshness over rough roads, and a “blow-off” valve design in all shock absorbers. The blow-off valve helps reduce harshness when the vehicle encounters severe jolts such as pot holes, along with minimizing the noise from small bumps such as expansion joints on concrete roadways. The braking system uses disc brakes at each corner with larger diameter rotors compared to the previous generation. Safety systems standard to all models include Vehicle Stability Assist™ (VSA®), an Anti-lock Braking System (ABS), Electronic Brake Distribution (EBD) and Brake Assist. A new variable-displacement power steering pump contributes to efficiency.
Chassis Highlights

  • Wheelbase unchanged from previous generation – 3000mm (118.1”)

  • 1.4-inch wider front and rear track – 1730mm (68.1”) front, 1732mm (68.2”) rear

  • 4-wheel independent suspension with a full-floating subframe isolates road vibrations

  • Vehicle Stability Assist (VSA) with Traction Control enhances control during hard cornering and poor road conditions

  • 17-inch wheels and 235/65 R17 tires, 18-inch wheels and 235/60 R18 tires (Touring)

  • 12.6-inch ventilated front disc brakes and 13.1-inch rear disc brakes

MacPherson Strut Front Suspension

The Odyssey's independent front suspension is a MacPherson-strut type, with a large, forged-steel lower control arm that helps to feed suspension loads into the frame over a wide area. The control arm provides separate load paths to the unit body from the coil spring and the shock absorber. This, in turn, helps to minimize the transmission of road noise and vibration to the unit body, and it also adds greater strength to the system. The springs are a low-rate, long-travel type that are designed to soak up bumps and road disturbances. The result is quick linear steering response and straight-line braking stability. A solid 24 mm (0.9-inch) anti-roll bar is linked directly to the strut via ball-joint connections to reduce body roll during cornering.

Multi-Link Rear Suspension

The rear subframe, which supports most of the rear suspension, is made of high-strength steel for high stiffness and minimal weight. The shape of the rear subframe is equally important – it must accommodate the multi-link rear suspension, and still allow for the versatility of the third-row seat and flat cargo floor. For excellent ride and handling characteristics, the subframe attaches to the unit body at four widely spaced, rubber-isolated, mounting points. Rear-suspension components, especially the springs and shock absorbers, are as compact as possible to facilitate a wide and flat load floor.

Dual-Stage Shock Absorbers

The Odyssey has dual-stage hydraulic, gas-filled shock absorbers at all four corners that allow for a comfortable ride and good handling performance. New for 2011, integrated bypass valves better filter out road imperfections and support shock tuning for flatter, sharper-feeling handling. The purpose of the bypass valve is to reduce the impact harshness during medium- and high-velocity rebound shock movements, like when driving over a pot hole. The addition of a bypass valve, in turn, allows the shock absorbers to be tuned with much firmer low-speed damping properties that minimize body roll when cornering. The shock absorbers are firmer when performance counts, and softer when comfort is desired.

Rack-and-Pinion Steering System with Variable-Displacement Steering Pump

The Odyssey uses a rack-and-pinion steering system with a variable displacement steering pump. The variable displacement design reduces the constant load on the engine. When the Odyssey is moving at slower speeds, such as when parking, the power steering automatically increases the power assist so less effort is needed to turn the wheel. At highway speeds, it automatically reduces the power assist so that the driver has more feedback, all while exerting less drag on the engine for improved fuel economy. The steering pump uses heat-resistant rubber mount bushings, high-pressure die cast aluminum gear housings, and a damper valve to reduce steering wheel vibration. The rack guide uses a low-friction material for good on-centre feel. The 2011 Odyssey has a tight turning diameter of 11.2 meters (36.7 ft.).

4-Wheel Disc Brakes with Anti-Lock Braking System (ABS)

The 2011 Odyssey’s 4-wheel disc brake system incorporates larger-capacity braking components than the 2010 model for improved brake-pedal feel. The ventilated front brake rotors measure 12.3 inches in diameter, up from 11.7 inches, with a rotor thickness of approximately 1.1 inches. The solid rear discs measure 13.1 inches in diameter, up from 12.4 inches, with a rotor thickness of approximately 0.43 inches. Dual-piston cast iron brake calipers are used in the front and single-piston cast iron calipers are used in the rear. A single-stage vacuum booster consists of one 10.5-inch diameter booster chamber. The parking brake is applied and released by stepping on the pedal located on the left side of the driver’s foot well.

The four-channel anti-lock braking system is tuned to feel particularly stable, firm and linear. For optimum performance with widely varying loads, the Odyssey has Electronic Brake Distribution system (EBD) technology. EBD automatically optimizes braking force between the front and rear wheels depending on passenger and cargo load, reducing the distance it takes the Odyssey to stop as compared to a vehicle without EBD.
Wheels and Tires

The tire and wheel sizes for all 2011 Odyssey models have grown by one inch compared to their 2010 model counterparts. The Odyssey LX is equipped with 17x7-inch steel wheels (includes wheel covers) and 235/65R17 103T M+S tires. Odyssey EX and EX-L models feature cast alloy 17x7-inch painted wheels with a pewter-gray machined look and 235/65R17 103T M+S tires. The Odyssey Touring is equipped with 18x7-inch blade silver-painted cast alloy wheels and 235/60R18 102T tires. The compact spare is carried under the load floor between the front seats. This arrangement guarantees the security of the spare. Room is provided to stow a flat tire in the third-row magic seat well.

Fuel System

The 79-litre fuel tank is molded of high-density polyethylene for low weight, corrosion elimination and impact resistance. It is positioned immediately ahead of the rear wheels to help guard against collision damage. Corners of the tank are rounded and the inside of the tank is baffled to diminish the likelihood of sloshing-fuel noise. A high-efficiency fuel pump is housed inside the fuel tank. The fuel-filter is a lifetime design that never needs replacement.

Odyssey complies with all evaporative emissions, on-board diagnostics, and refueling vapor recovery requirements. The fuel vapor canister and filter are protected against rock and debris damage by a deflection shield. The Odyssey’s minimum fuel grade requirement is regular unleaded.

When equipped with a Honda dealer-installed accessory towing package, the new 2011 Odyssey can tow up to 3,500 pounds. The available towing package includes a Class II hitch, towing kit, ATF cooler and wiring harness. Improving simplicity and installation, the towing package no longer needs a power steering cooler as with the previous generation.

Vehicle Stability Assist (VSA)

(See safety section)

Tire Pressure Monitoring System (TPMS)

(See safety section)

2011 Odyssey: Powertrain
The 2011 Honda Odyssey comes standard with a 248-horsepower V-6 engine, a 5-speed automatic transmission on Odyssey LX, EX, EX-RES and EX-L, and a new 6-speed automatic transmission on the Odyssey Touring. The 3.5-litre, 24-valve SOHC i-VTEC® powerplant with Variable Cylinder Management™ (VCM®) builds on technologies that have been developed and refined on previous Honda vehicles. With its 60-degree V-angle, the Odyssey’s V-6 engine is inherently very smooth and has compact overall dimensions that allow for efficient packaging within the vehicle.
Compared to the 2010 model, the 2011 Odyssey engine gains VCM on the Odyssey LX, EX and EX-RES models, and all models gain refinements to increase power (such as a two-stage intake manifold), and to reduce internal friction (engine block honing and lightweight oil). The 2011 Odyssey engine develops four additional horsepower and five additional lb-ft. of torque (10 additional lb-ft. of torque relative to the previous-generation Odyssey LX and EX).
Powertrain Highlights

  • 3.5-litre i-VTEC V-6 engine with VCM

  • 248-horsepower @ 5700 RPM, 250 lb-ft. of torque at 4800 RPM

  • Available 6-speed automatic transmission

  • City/highway fuel economy of up to10.9/7.1 L/100km (Odyssey Touring)

  • Emissions: Tier 2, Bin 5

New Features

  • 6-speed automatic transmission (available)

  • 2-stage intake manifold

  • Cold air intake system

Engine Architecture

The engine is an advanced 3.5-litre, SOHC, 24-valve, 60-degree, V-6, aluminum-block-and-head design that is compact, lightweight and powerful. The i-VTEC valvetrain and high-efficiency intake manifold optimize cylinder-filling efficiency across a wide range of engine speeds. Low-restriction intake and exhaust systems, a 10.5:1 compression ratio and roller-type rocker arms further aid efficiency and power delivery across a broad RPM range.

The Odyssey's V-6 has a die-cast lightweight aluminum-alloy block with cast-in-place iron cylinder liners. Made with a centrifugal spin casting process, the thin-wall liners are high in strength and low in porosity. The block incorporates a deep-skirt design with four bolts per bearing cap for rigid crankshaft support and minimized noise and vibration. The block is heat-treated for greater strength. The bearing caps are sintered. A forged-steel crankshaft is used for maximum strength, rigidity and durability with minimum weight. Instead of heavier nuts and bolts, connecting rod caps are secured in place with smaller, high-tensile-strength fasteners that screw directly into the connecting rod. Short-skirt, cast-aluminum, flat-top pistons are notched for valve clearance and fitted with full-floating piston pins.

New for 2011, the piston skirt features a patterned coating process that improves oil retention to further reduce friction. Other friction-reduction measures include such important details as more elaborate, high-precision surfacing of the cylinder walls (plateau honing).

i-VTEC with Variable Cylinder Management (VCM)

To help improve the fuel efficiency of the engine, it incorporates the latest generation of Honda's Variable Cylinder Management (VCM). The Odyssey’s VCM system can operate on three, four or all six cylinders, and is standard on all models.

During startup, acceleration or when climbing hills – any time high power output is required - the engine operates on all six cylinders. During moderate-speed cruising and at low engine loads, the system operates just one bank of three cylinders. For moderate acceleration, higher-speed cruising and mild hills, the engine operates on four cylinders.
With three operating modes, the VCM system can finely tailor the working displacement of the engine to match the driving requirements from moment to moment. Since the system automatically closes both the intake and exhaust valves of the cylinders that are not used, pumping losses associated with intake and exhaust are eliminated and fuel efficiency increases. The VCM system combines maximum performance and maximum fuel efficiency – two characteristics that do not typically coexist in conventional engines.
VCM deactivates specific cylinders by using the VTEC® (Variable Valve Timing and Lift Electronic Control) system to close the intake and exhaust valves while simultaneously the Powertrain Control Module cuts fuel to those cylinders. When operating on three cylinders, the rear cylinder bank is shut down. When running on four cylinders, the left and centre cylinders of the front bank operate, and the right and centre cylinders of the rear bank operate.
Variable Cylinder Management (VCM)

VCM deactivates cylinders when not needed. Shown is 6-cylinder mode (left) and 3-cylinder mode (right). (Four-cylinder mode is not shown.)

he spark plugs continue to fire in inactive cylinders to minimize plug temperature loss and prevent fouling induced from incomplete combustion during cylinder re-activation. The system is electronically controlled, and uses special integrated spool valves that do double duty as rocker-shaft holders in the cylinder heads. Based on commands from the system's electronic control unit, the spool valves selectively direct oil pressure to the rocker arms for specific cylinders. This oil pressure in turn drives synchronizing pistons that connect and disconnect the rocker arms.
The VCM system monitors throttle position, vehicle speed, engine speed, automatic-transmission gear selection and other factors to determine the correct cylinder activation scheme for the operating conditions. In addition, the system determines whether engine oil pressure is suitable for VCM switching and whether catalytic-converter temperature will remain in the proper range. To smooth the transition between activating or deactivating cylinders, the system adjusts ignition timing, drive-by-wire throttle position and turns the torque converter lock-up on and off. As a result, the transition between three-, four-, and six-cylinder operation is virtually unnoticeable to the driver.
Dual-Stage Intake Manifold

The 2011 Odyssey engine’s intake uses a dual-stage magnesium intake manifold that is designed to deliver excellent airflow to the cylinders across the full range of engine operating speeds. The induction system significantly boosts torque across the engine's full operating range. Internal passages and two butterfly valves within the intake manifold are operated by the powertrain control module to provide two distinct modes of operation by changing plenum volume and intake airflow routing.

At lower rpm these valves are closed to reduce the volume of the plenum and effectively increase the length of inlet passages for maximum resonance effect and to amplify pressure waves within each half of the intake manifold at lower rpm ranges. The amplified pressure waves significantly increase cylinder filling and torque production throughout the lower part of the engine's rpm band.
As the benefits of the resonance effect lessen with rising engine speed, the butterfly valves open at 4300 RPM to interconnect the two halves of the plenum, increasing its overall volume. An electric motor, commanded by the powertrain control module, controls the butterfly valves. The inertia of the mass of air rushing down each intake passage helps draw in more charge than each cylinder would normally ingest. The inertia effect greatly enhances cylinder filling and the torque produced by the engine at higher rpm.
High-Mounted Fresh Air Intake

The Odyssey has a high-mounted fresh air intake system that reduces air intake temperatures to help improve low-end torque.

Overrunning Alternator Decoupler (OAD)

The accessory belt that drives the alternator, power steering pump and A/C compressor uses a self-tensioning mechanism designed to dampen acceleration and deceleration loads. The Overrunning Alternator Decoupler (OAD) helps absorb dynamic variations in belt tension, contributing to a more stable operation. Nominal belt tension can thus be reduced by approximately 50 per cent, helping reduce engine friction losses for improved fuel efficiency.

High-Flow Exhaust System

A low-restriction, high-flow exhaust system is crucial to efficient power and torque production. The Odyssey features a high efficiency system that incorporates several key elements that work in concert with the engine's uniquely designed cylinder heads to help boost performance, reduce tailpipe emissions and trim weight.

Major system components include two close-coupled catalytic converters, a secondary underfloor catalytic converter, a centrally positioned, high-flow resonator and a silencer. The close-coupled catalytic converters mount directly to the cylinder head to reduce light-off time, thereby allowing the catalyst to begin cleansing the exhaust as soon possible. The catalysts, muffling element, and piping are all sized for high flow and low restriction. High-chromium stainless steel is used throughout the exhaust system for excellent durability.
Linear air-fuel and oxygen sensors installed in each of the close-coupled catalytic converters make possible precise control of the air-fuel ratio. These sensors and the precisely controlled high-atomizing multi-hole fuel injectors help achieve almost complete combustion, for cleaner emissions. The result is compliance with Tier 2-Bin 5 emission requirements as well as the California Air Resource Board’s ULEV standards in the U.S.
Active Control Engine Mount (ACM) and Active Noise Cancellation (ANC)

The ACM system is used to minimize the effects of engine vibration as the VCM system switches cylinders on and off. Sensors alert the Powertrain Control Module (PCM) to direct two ACM actuators – one positioned at the front and on at the rear of the engine – to move to cancel engine vibration. Inside the interior of the Odyssey, the ANC system works in cooperation with the ACM system to further reduce any sound relating to the function of the VCM system. (Please see the Interior tab for more information.)

Powertrain Control Unit (PCU)

The PCU contains two processors which communicate together to control the vehicle's powertrain. A 32-bit, 96MHz processor controls the Programmed Fuel Injection (PGM-FI) and the i VTEC valvetrain, plus a 32-bit 80MHz processor which controls the transmission.

Programmed Fuel Injection (PGM-FI)

The PCU calculates injection timing and duration after assessing an array of sensor signals: crankshaft and camshaft position, throttle position, coolant temperature, intake manifold pressure and temperature, atmospheric pressure and exhaust gas oxygen content.

Drive-by-Wire™ (DBW) Throttle System

The drive-by-wire throttle system uses smart electronics instead of a conventional cable system to connect the throttle pedal to the throttle butterfly in the intake tract. Besides allowing engineers to program the relationship between throttle pedal movement and engine response, the system optimizes engine response to suit driving conditions. The system monitors throttle and brake pedal positions, throttle butterfly position, vehicle speed, engine speed and engine vacuum. This information is used to define the throttle control sensitivity.

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