Honda L13A7 Specifications
| Engine Model: Honda L13A7 |
| Engine Type: 4-cycle inline 4-cylinder SOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 81.7 cu.in (1.34 L) |
| Rated Engine Power: 99 Hp (74 kW) at 6000 rpm |
| Fuel System Type: Multi-point electronic fuel injection |
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The Honda L13A7 is a 1.3-liter, naturally aspirated,
inline-four gasoline engine that represents a significant evolution within
Honda’s L-series family. Produced primarily for the European market during the
late 2000s and early 2010s, this engine was designed to replace the preceding
L13A i-DSI (Intelligent Dual and Sequential Ignition) unit.
The fundamental shift in philosophy is evident in its valvetrain architecture;
the L13A7 abandoned the eight-valve, dual-spark plug design in favor of a
sixteen-valve, single overhead camshaft (SOHC) configuration equipped with
i-VTEC (Intelligent Variable Valve Timing and Lift Electronic Control). This
transition was driven by the need for higher specific output, improved high-rpm
breathing, and competitive highway performance without sacrificing the fuel
economy expected of a compact engine.
The L13A7 utilizes a high-compression ratio, a lightweight plastic intake
manifold, and a friction-reducing offset crankshaft to achieve its goals. It is
most widely recognized as the sole powerplant for the second-generation Honda
Jazz (GG2/GG3) in Europe, where it delivered a balanced combination of
responsive power, refined operation, and class-leading efficiency.
The L13A7 is constructed as a transversely mounted inline-four cylinder engine.
Its displacement is derived from a bore and stroke configuration that favors
torque production, with a long-stroke design relative to its bore. The engine
operates on a four-stroke cycle and employs a high compression ratio to maximize
thermal efficiency.
The ignition system is fully electronic, utilizing a direct ignition system with
a coil-on-plug setup for each cylinder, eliminating the need for spark plug
wires and ensuring precise combustion timing. The engine management is
controlled by Honda’s Programmed Fuel Injection (PGM-FI) system, which governs
both fuel delivery and ignition timing.
Engine Configuration: Inline-4, transversely mounted
Displacement: 1,339 cc (81.7 cu.in)
Bore x Stroke: 73.0 mm x 80.0 mm (2.87 in x 3.15 in)
Compression Ratio: 10.5:1
Valvetrain: SOHC, 4 valves per cylinder, 16 valves total, i-VTEC system
Fuel System: PGM-FI, multi-point port fuel injection
Ignition System: Electronic, coil-on-plug
Maximum Power: 99 hp @ 6,000 rpm (74 kW)
Maximum Torque: 127 Nm @ 4,800 rpm (94 lb-ft)
Engine Redline: 6,500 rpm
Idle Speed: 670 ± 50 rpm
The cylinder block for the L13A7 is a cast iron
component, selected for its durability, rigidity, and noise, vibration, and
harshness (NVH) attenuation properties. The block features an open-deck design
to aid in cooling efficiency and reduce weight compared to a closed-deck
configuration. One of the key engineering features integrated into the block
architecture is the offset crankshaft. In this design, the centerline of the
crankshaft is offset from the centerline of the cylinders by approximately 10 mm
(0.39 in).
This geometry reduces the lateral force of the piston against the cylinder wall
during the power stroke, significantly decreasing internal friction, enhancing
fuel economy, and contributing to long-term engine longevity. The block
incorporates five main bearings to support the crankshaft, ensuring stable
operation throughout the rev range.
Crankshaft Centerline to Top of Cylinder Head: 315 mm (12.4 in)
Crankshaft Centerline to Bottom of Oil Pan: 210 mm (8.3 in)
Bore Pitch (center to center): 82.5 mm (3.25 in)
The cylinder head is manufactured from aluminum alloy
to reduce overall engine weight. It houses a single overhead camshaft that
operates sixteen valves via roller rocker arms. The defining feature of this
cylinder head is the i-VTEC system on the intake side. Unlike the exhaust side,
which operates on a single profile, the intake camshaft features two distinct
lobe profiles for each valve. At low engine speeds, the system utilizes a
low-lift, high-swirl profile to promote air-fuel mixing and combustion
stability, which optimizes fuel efficiency.
Upon reaching a predetermined threshold of engine speed, load, and oil pressure,
an oil-actuated locking pin engages the rocker arms, switching to a high-lift,
longer-duration profile to increase volumetric efficiency and power output. This
system allows the engine to operate with characteristics of both an
economy-focused unit and a high-performance unit within a single powerband. The
valves themselves are arranged in a cross-flow pattern with the intake manifold
on the front and the exhaust manifold integrated into the cylinder head to
reduce warm-up time and lower emissions.
Valve Arrangement: Intake (8), Exhaust (8)
Valve Stem Diameter (Intake/Exhaust): 5.5 mm / 5.5 mm (0.22 in / 0.22 in)
Valve Seat Angle: 45 degrees
Camshaft Drive: Silent-type timing chain with automatic hydraulic tensioner
The fuel system employs Honda’s PGM-FI, a multi-point,
sequential port fuel injection system. In this arrangement, a fuel injector is
positioned in the intake port for each cylinder, delivering fuel directly behind
the intake valve. This sequential system allows the Engine Control Unit (ECU) to
time the injection pulse to coincide precisely with the opening of the intake
valve, optimizing fuel atomization and reducing fuel wastage during cold starts.
The system operates in a closed-loop configuration, utilizing a heated oxygen
sensor in the exhaust manifold to continuously adjust the air-fuel ratio for
stoichiometric combustion under normal operating conditions. The fuel delivery
components include a high-pressure electric fuel pump located inside the fuel
tank, which supplies fuel at a regulated pressure to a stainless steel fuel rail
mounted on the intake manifold. The system is designed to be returnless, meaning
fuel is not cycled back to the tank after the pressure regulator, which helps
reduce fuel temperature in the engine bay.
The lubrication system is a full-flow, pressure-fed
design. A gear-type oil pump, driven directly by the crankshaft, draws oil from
a stamped steel oil pan and circulates it through a full-flow oil filter before
routing it to the crankshaft main bearings, connecting rod bearings, camshaft
journals, and the i-VTEC control solenoids.
The system is engineered to maintain stable oil pressure for the variable valve
timing and lift mechanisms. An oil cooler, integrated into the oil filter base,
uses engine coolant to stabilize oil temperature under high-load conditions. The
system includes a pressure relief valve to prevent over-pressurization at high
engine speeds.
Oil Type: Fully synthetic
Recommended Viscosity: 0W-20, 5W-30
Total Oil Capacity (including filter): 3.6 liters (3.8 US qt)
Oil Pressure (at idle, warm): 70 kPa (10 psi) minimum
Oil Pressure (at 3,000 rpm, warm): 350-450 kPa (51-65 psi)
The cooling system is a pressurized, thermosiphon-type
design augmented by a water pump. The water pump is a centrifugal type driven by
the engine’s timing chain, a configuration that improves packaging efficiency.
Coolant circulates through the aluminum cylinder head and cast iron block, with
passages designed to provide uniform cooling around the combustion chambers and
exhaust ports.
The system is regulated by a wax-type thermostat that maintains optimal
operating temperature by controlling coolant flow to the front-mounted radiator.
A cooling fan, activated by the ECU based on signals from the Engine Coolant
Temperature (ECT) sensor, provides forced airflow through the radiator when
necessary.
Coolant Type: Honda Long-Life Antifreeze/Coolant (Type 2)
Total Cooling System Capacity: 4.0 liters (4.2 US qt)
Thermostat Opening Temperature: 78-82 °C (172-180 °F)
Radiator Cap Pressure: 108-127 kPa (15.7-18.4 psi)
| Intake and Exhaust Systems |
Intake System: The engine utilizes a two-piece plastic
resin intake manifold. The primary construction material is a heat-resistant
nylon composite, which reduces overall engine mass and provides a smoother
internal surface for airflow compared to cast metal. The manifold features a
long, narrow runner design to promote low-end torque. The air intake system
incorporates a large-capacity air cleaner housing and a mass airflow sensor to
provide precise load data to the ECU.
Exhaust System: An exhaust manifold is integrated into the cylinder head
casting, which allows the catalytic converter to be mounted closer to the
engine. This close-coupled configuration enables the catalyst to reach its
light-off temperature more quickly, significantly reducing cold-start
hydrocarbon emissions. The system includes a single oxygen sensor before the
catalytic converter and a secondary sensor after it to monitor catalyst
efficiency.
Electrical and Throttle Control: The engine employs a
Drive-by-Wire (DBW) electronic throttle control system. This system eliminates
the mechanical cable between the accelerator pedal and the throttle plate.
Instead, the Ecu.interprets pedal position signals and actuates a DC motor on
the throttle body to control the throttle plate angle. This arrangement allows
for precise integration with the i-VTEC system, idle air control, traction
control, and vehicle stability assist systems.
Emissions Control: The L13A7 is designed to meet Euro 5 emissions standards. The
primary emissions control devices include a three-way catalytic converter, an
exhaust gas recirculation (EGR) system, and a positive crankcase ventilation
(PCV) system. The ECU uses a combination of feedback from the oxygen sensors and
a knock sensor to maintain optimal combustion efficiency under varying fuel
quality and operating conditions.
Overall Length: 525 mm (20.7 in)
Overall Width: 595 mm (23.4 in)
Overall Height: 620 mm (24.4 in)
Dry Engine Weight (complete assembly): 96 kg (212 lbs)
Routine maintenance is critical for the longevity and
performance of the L13A7. The timing chain is designed for the life of the
engine under normal operating conditions and does not require scheduled
replacement. The i-VTEC system requires clean engine oil for proper operation;
the use of a high-quality fully synthetic oil is mandatory to prevent sludge
buildup in the oil control valve and rocker arm assemblies.
Engine Oil Change Interval: 12,000 km (7,500 miles) or 12 months.
Engine Oil Filter Change Interval: Replace with every oil change.
Spark Plug Type: NGK IZFR6K-13 (Iridium).
Spark Plug Gap: 1.0-1.1 mm (0.039-0.043 in).
Spark Plug Replacement Interval: 100,000 km (60,000 miles).
Coolant Replacement Interval: 100,000 km (60,000 miles), then every 50,000 km
(30,000 miles).
Drive Belt Inspection Interval: Inspect every 12,000 km (7,500 miles).
Valve Clearance Adjustment Interval: Inspect and adjust every 100,000 km (60,000
miles).
Cylinder Head Bolts (Step 1): 29 Nm (21 lb-ft)
Cylinder Head Bolts (Step 2): 90-deg rotation
Cylinder Head Bolts (Step 3): 90-deg rotation
Main Bearing Cap Bolts: 54 Nm (40 lb-ft) + 45-deg rotation
Connecting Rod Cap Nuts: 20 Nm (15 lb-ft) + 45-deg rotation
Camshaft Bearing Cap Bolts: 20 Nm (15 lb-ft)
Spark Plugs: 18 Nm (13 lb-ft)
Intake Manifold Nuts and Bolts: 22 Nm (16 lb-ft)
Exhaust Manifold Nuts: 23 Nm (17 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Water Pump Bolts: 12 Nm (9 lb-ft)
Timing Chain Tensioner Bolts: 24 Nm (18 lb-ft)
Crankshaft Pulley Bolt: 177 Nm (131 lb-ft)
The L13A7 was exclusively utilized as the standard
powertrain for the second-generation Honda Jazz in the European market. This
model, known as the Honda Fit in other global markets, was designated internally
with chassis codes GG2 and GG3.
The engine was calibrated specifically for the European driving cycle and
emissions standards. It was paired exclusively with a six-speed manual
transmission or a Continuously Variable Transmission (CVT) depending on the trim
level.
No other Honda or Acura models were factory-equipped with the L13A7, making it a
distinctive engine for this particular generation of the Jazz.
2008-2014 Honda Jazz (GG2/GG3): European-market second-generation Jazz (Fit).
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