The all-new 1.5L i-DTEC motor will debut in the Honda Amaze. This engine is from a new family of diesels that consists of 1.5L, 1.6L and 2.2L displacements. The 1.6L & 2.2L are primarily for the European market. The 1.6L i-DTEC will power the European Civic and the 2.2L will find its way into the CR-V and Accord (including in India).
Initially this 4-cylinder 1.5L i-DTEC will only be available in India. It's basically the same 1.6L block with common internals, but a reduced stroke to bring down the displacement to <1,500 cc. This allows the Amaze to avail of lower excise benefits (12% instead of 24%). The 1.5L also makes do without a Diesel Particulate Filter (DPF) and has a smaller fixed geometry turbocharger (the 1.6L gets a variable geometry turbo). Honda didn't reveal the power ratings, albeit we can safely assume figures in the range of 90 - 100 BHP and 200 - 210 Nm of torque.
Honda states that this powerplant has been developed specifically for Indian driving conditions, including the lower diesel quality. Engineers studied driving styles in various metros like Mumbai, Delhi, Bangalore, Kolkata and Chennai. Matsukado San -
head of diesel engine design - concluded that Indian driving conditions require maximum driveability, i.e. low rpm performance. This is exactly where Honda chose to focus. He also stated that the engine has been tested extensively with low quality diesel, high sulphur content and a low cetane number to ensure long-term reliability.
Here are a few highlights of the new motor:
• The engine is badged "
Earth Dreams Technology".
• Development work started in 2007.
• Lightest diesel engine in its class.
• Vertically mounted intercooler.
• Features an aluminium block, high strength narrow crankshaft, lightweight pistons and high swirl + high flow rate head design.
• Mechanical friction (@ 1,500 rpm) is similar to petrol engines (lower than other diesel engines).
• Engine is mounted on liquid-filled mounts, instead of rubber units, to reduce vibration.
• 1.5L diesel to be manufactured at Honda's new engine plant at Tapukara, Rajasthan.
• BS-4 compliant. A DPF can be added to make it BS-5 compliant in the future.
• The engine uses a new blend of oil that is neither fully synthetic nor mineral.
The i-DTEC motor settles down to a silent idle. When walking past the car, you may not even notice that there's a diesel under the hood. There is a faint clatter, yet it's well within acceptable limits. On the inside, at idle, it's nearly impossible to tell that you are in a diesel car.
Revv up though and there's no escaping the diesel clatter. The clutch is very light and extremely "un-diesel" like. The Amaze moves swiftly from a standstill with no throttle input at all. A gentle release of the clutch is enough. There's hardly any turbo lag, with the Amaze pulling easily from as low as 1,200 rpm. Post 1,500 rpm is when the engine is in its element and performance becomes stronger. Driveability is simply fantastic and the 1.5L diesel will be
amazing to drive in urban traffic conditions. You'll seldom need to downshift, unlike the several other models running 1.3L MJD engines. The Amaze has very linear power delivery with no kick from the turbo (like the old Swift). This car can comfortably potter around town in 3rd gear @ 20 kph without undue vibrations or lugging.
The motor revs till ~4,200 rpm, although it's pointless to do so in a diesel. You are better off shifting early and enjoying the torque lower down the rpm range. Outright performance should be brisk, considering the light body weight. Of course, these are only initial impressions made on the basis of a short drive; you'll have to wait for our full
Official Review for a clearer picture. The gearbox is typically Honda slick. This, coupled with the light clutch, should make the Amaze a breeze to drive around town.
This engine does get rather noisy at higher rpms, but it's nowhere as bad as the Etios / Liva diesels. Under a normal driving style, NVH levels are satisfactory, though I do feel the Dzire has an edge here. Matsukado San commented that our car, being a prototype, didn't have any firewall insulation and combustion noise wasn't tuned out either.
From the few laps around the Motegi R&D circuit, it became apparent that the Amaze is tuned on the softer side. The focus appears to be on ride comfort rather than handling. The suspension's behaviour cannot be fully analysed as I was driving on a clean and smooth circuit. Let's hope it's better than the ride quality that we typically see on Indian Hondas (read = strictly average). There was a certain amount of body roll too. The steering felt better weighted than that of the Brio. This could be down to the additional weight of the diesel engine. It's still an electric power steering with little feedback though. The tyres on our prototype vehicle were similar to the Brio : MRF ZVTV in 175/65 R14 size. The brakes were reassuring and the sedan stopped well in the one corner we tested braking on.