Joined
·
7 Posts
First time posting on the forum and I would like to take the opportunity to share some info and data from my work on the new 10th gen platform.
In the last year, I've been working with Honda's new turbocharged line of vehicles and I personally bought a 2018 Honda Accord sport 2.0 6mt firstly, because it would allow me to understand better how they work and second, well, I believe it is a great car and in my opinion one of the best sedans available at the moment.
Also, I would like to clarify Dynos are just measuring tools and from my 20-year experience, they all read differently based on design, conditions, and many other inputs.
With that said, all my testing was performed on the same dyno and conditions using 93oct.
This was my baseline in completely stock form:
![Text Line Font Technology Electronic device]()
Right away I tested Hondata's calibrations with the following results:
Pretty close to Hondata's claims or results. Not bad at all!
I chose this system simply because I've been working with it for quite some time and always had good results. Not trying to enter a debate on what's better because, at the end of the day, they are all good tools.
After spending some time tuning fuel, ignition, and most importantly boost tables, I ended up with this:
![Text Line Wall Font Parallel]()
2 weeks after this dyno session, I installed an Injen intake system. Right away, the car was breathing a little better based on boost readings and spool. Maf didn't need any adjustments with this intake but my boost tables did in order to maintain the same curve I dialed previously. The results were a 9hp gain over previous numbers, especially in the upper RPMs where the turbo was running out of breath before.
A month later, a PRL catless downpipe was installed. As I anticipated, the boost drastically changed due increase in flow. The spool was obviously quicker and boost was overshooting my old settings. Traction was a huge issue in the low RPMs at this point. After days of road tuning. logging and dialing, I ended up with with a new boost curve and moving the powerband focusing more on the upper RPMs where the car really needed.
It was now time to see what gains I obtained from this:
![Technology Electronic device Fictional character]()
23hp increase and a more usable powerband (red is downpipe+intake, blue is intake test)
![Red Vehicle door Automotive exterior Automotive lighting Vehicle]()
So what does all this data mean?
Simple, regardless of final dyno numbers more important is the gains from that starting point (baseline).
As I previously said, those numbers are always gonna be different and you should always have an initial point of comparison.
Overall, these cars are pretty capable of gaining 70+hp / 100+tq with just a few mods.
I hope you enjoyed!
In the last year, I've been working with Honda's new turbocharged line of vehicles and I personally bought a 2018 Honda Accord sport 2.0 6mt firstly, because it would allow me to understand better how they work and second, well, I believe it is a great car and in my opinion one of the best sedans available at the moment.
Also, I would like to clarify Dynos are just measuring tools and from my 20-year experience, they all read differently based on design, conditions, and many other inputs.
With that said, all my testing was performed on the same dyno and conditions using 93oct.
This was my baseline in completely stock form:
- 226hp - 245tq
Right away I tested Hondata's calibrations with the following results:
- Stage 2 248hp - 319tq
- Stage 3 252hp - 327tq
Pretty close to Hondata's claims or results. Not bad at all!
I chose this system simply because I've been working with it for quite some time and always had good results. Not trying to enter a debate on what's better because, at the end of the day, they are all good tools.
After spending some time tuning fuel, ignition, and most importantly boost tables, I ended up with this:
- 268hp - 341tq (a 42hp gain peak to peak)
2 weeks after this dyno session, I installed an Injen intake system. Right away, the car was breathing a little better based on boost readings and spool. Maf didn't need any adjustments with this intake but my boost tables did in order to maintain the same curve I dialed previously. The results were a 9hp gain over previous numbers, especially in the upper RPMs where the turbo was running out of breath before.
A month later, a PRL catless downpipe was installed. As I anticipated, the boost drastically changed due increase in flow. The spool was obviously quicker and boost was overshooting my old settings. Traction was a huge issue in the low RPMs at this point. After days of road tuning. logging and dialing, I ended up with with a new boost curve and moving the powerband focusing more on the upper RPMs where the car really needed.
It was now time to see what gains I obtained from this:
23hp increase and a more usable powerband (red is downpipe+intake, blue is intake test)
So what does all this data mean?
Simple, regardless of final dyno numbers more important is the gains from that starting point (baseline).
As I previously said, those numbers are always gonna be different and you should always have an initial point of comparison.
Overall, these cars are pretty capable of gaining 70+hp / 100+tq with just a few mods.
I hope you enjoyed!
... 
