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Discussion Starter · #1 ·
Hello Everyone,

I'm about to leave the DISI platform (moving on from my Mazdaspeed3) and with plenty of consideration to other platforms I think I've landed on the 2018-2019 2.0T Sport.

I've read quite a bit on here and elsewhere, the aftermarket support is less than what I'm used to but the basics are covered, but I still have some questions that I haven't found answers to.

Do we know the limits of the stock HPFP and injectors? In the Speed3 world, the first thing you had to do was replace the HPFP internals before modding anything else and there were no aftermarket injector offerings. I've noticed quite a lack of talk about the HPFP in the Accord and fueling concerns in general which makes me believe it's fine for the power levels most aim for?

Those with the 6MT, is this the same transmission and clutch as the CTR? Doesn't look like anyone has any clutch issues even after adding tons of torque. I haven't found anything related to upgrading the clutch at increased power levels.

I know the CTR turbo swaps over pretty easily, but the head, cams, came gears, etc are still different between the two motors. Has anyone swapped the head out, or done any engine work besides simple bolt-ons?

Apologies if these have been answered and I missed it. Just looking for some info while I seek out the car I'm looking for. The 2.0T in 6MT guise seems exceedingly rare so finding one has not been easy!

Ryan
 

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Discussion Starter · #2 ·

Dropping this here for future reference.

Will seek out differences in gearing / clutch / flywheel best I can.
 

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Discussion Starter · #3 ·
Accord 2.0T 6-Speed Manual Transmission:
  • 1st: 3.625
  • 2nd: 2.115
  • 3rd: 1.529
  • 4th: 1.125
  • 5th: 0.848
  • 6th: 0.686
  • Reverse: 3.758
  • Final Drive: 3.84

Civic Type-R 6-Speed Manual Transmission:

  • 1st: 3.625
  • 2nd: 2.115
  • 3rd: 1.529
  • 4th: 1.125
  • 5th: 0.911
  • 6th: 0.735
  • Reverse: 3.758
  • Final Drive: 4.111

So 1-4 and reverse appear to be the same, the Type-R gets shorter 5th and 6th gears for better accelaration
 

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Following!

Hello Everyone,

I'm about to leave the DISI platform (moving on from my Mazdaspeed3) and with plenty of consideration to other platforms I think I've landed on the 2018-2019 2.0T Sport.

I've read quite a bit on here and elsewhere, the aftermarket support is less than what I'm used to but the basics are covered, but I still have some questions that I haven't found answers to.

Do we know the limits of the stock HPFP and injectors? In the Speed3 world, the first thing you had to do was replace the HPFP internals before modding anything else and there were no aftermarket injector offerings. I've noticed quite a lack of talk about the HPFP in the Accord and fueling concerns in general which makes me believe it's fine for the power levels most aim for?

Those with the 6MT, is this the same transmission and clutch as the CTR? Doesn't look like anyone has any clutch issues even after adding tons of torque. I haven't found anything related to upgrading the clutch at increased power levels.

I know the CTR turbo swaps over pretty easily, but the head, cams, came gears, etc are still different between the two motors. Has anyone swapped the head out, or done any engine work besides simple bolt-ons?

Apologies if these have been answered and I missed it. Just looking for some info while I seek out the car I'm looking for. The 2.0T in 6MT guise seems exceedingly rare so finding one has not been easy!

Ryan
 

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Discussion Starter · #6 ·
Just saving some more info here...

The K20C4 (Accord 2.0T) has the same bore, stroke, and compression as the K20C1 (Type R) but uses a different piston design. Both are direct injected with a HPFP in the head an a LPFP in the tank.

The 2.0T HPFP (part # 16790-6B2-A01) and LPFP (part # 17045-TVC-A03) are different than the Type R's (part # 16790-RPY-G01 for the HPFP and part # 17045-TGH-A01 for the LPFP). That doesn't necessarily mean they flow any differently since they are both Honda 2L DI turbo motors but I have not found anything conclusive on that.

Fueling seems to be an issue with the Type R's once they reach 400whp or so. Aftermarket fueling options seem sparse and expensive (Hondata has one, so does 4P but they are $3,000+) and it doesn't sound like there are good tuning solutions for adding meth injection or port injection. Injectors are expensive as **** too and would be useless if the pump is maxed out anyway, The platform I come from had $300 aftermarket fuel pump internals and a plethora of port injection options by the time it was all said and done. This motor may be too new yet. We do have inexpensive flex fuel options though which is nice,

Furthermore, to answer my own question about the limits of the stock clutch and stock block - the Type R folks seem to call it quits in the low 400's (hp and torque, though torque would be more limiting than hp) as that is where they see motors starting to pop. Clutch seems to have the same limits but that also depends more on how you drive. Makes me worried that our block won't quite make it there with the stock connecting rods being weaker. I see people pushing 360-380 wheel torque on the Accord and I'm very curious to see how long that lasts.


I don't know if someone has done all this research yet or not but I can't find it so I'm going to keep going until someone tells me to stop!
 

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Just saving some more info here...

The K20C4 (Accord 2.0T) has the same bore, stroke, and compression as the K20C1 (Type R) but uses a different piston design. Both are direct injected with a HPFP in the head an a LPFP in the tank.

The 2.0T HPFP (part # 16790-6B2-A01) and LPFP (part # 17045-TVC-A03) are different than the Type R's (part # 16790-RPY-G01 for the HPFP and part # 17045-TGH-A01 for the LPFP).....
Good scoop! Thank you!
 
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