Here is a closer look at the power train specs of the upcoming 2009 Acura TSX.

The new TSX’s size, weight and total performance work in balance. The result is a car that is comfortable for five passengers, yet agile and responsive for performance driving. The same balanced thinking applies to the TSX powertrain. With an advanced in-line 4-cylinder powerplant, TSX offers strong acceleration, combined with low overall weight and compact packaging. Fuel efficiency is also a strong point.

An advanced, all-aluminum 2.4-liter DOHC i-VTEC® in-line 4-cylinder engine produces 201 hp and 172 pound-feet of torque (MT), and incorporates Acura’s i-VTEC® “intelligent” valve control system that features Variable Valve Timing and Lift Electronic Control (VTEC®) combined with Variable Timing Control™ (VTC™). Though peak horsepower is virtually unchanged versus the previous generation engine, peak torque output has risen by 8 lb-ft. In addition, the engine’s torque curve has fattened considerably. Horsepower, for example, is up five percent at 4,400 rpm. The result is stronger throttle response and better acceleration just about everywhere in the engine’s operating range. To achieve these power gains, the engine has a higher compression ratio, new valve timing, and intake and exhaust flow improvements. A new aluminum and resin composite intake manifold reduces weight over the previous aluminum design, while better insulating the engine’s incoming airflow from under-hood heat.

Though engine performance has improved, the powerplant delivers better fuel economy and has reduced emissions. A rear-mounted exhaust layout, close-coupled catalytic converter and advanced Programmed Fuel Injection (PGM-FI) team to help the TSX meet strict EPA 2 - Bin 5, and CARB LEV II Ultra Low Emission Vehicle standards (LEV-2 ULEV).

*Based on 2009 EPA mileage estimates. Your actual mileage will vary depending on how you drive and maintain your vehicle.

The 2009 TSX comes with a choice of two transmissions - a standard 6-speed close-ratio manual transmission or a Sequential SportShift 5-speed automatic. The manual gearbox has a lightweight magnesium alloy case and multi-cone synchronizers providing a light, quick action with very short shift throws. To provide more spirited driving, the manual transmission now includes more performance-minded ratios for second and third gears.

The 5-speed Sequential SportShift automatic has a new straight-style shift gate (versus the previous TSX’s serpentine-style gate design) with Drive and Sport positions that provide fully automatic operation. The transmission can be shifted manually via new steering wheel mounted F1®-style paddle shifters at the driver’s option. Also new with SportShift is the ability to use the paddle shifters to make gear changes while in Drive, whereas previously this would only occur when in Manual mode. When using SportShift in Drive, the gear changes are made per driver command, but after a short time (with no further gear change input) the 5-speed automatic transmission returns to its normal Drive mode operation. Working in combination with the Drive-by-Wire™ Throttle System, the Sequential SportShift transmission’s shift logic results in quick, smoothly controlled shifts. Grade Logic and Shift Hold Control work in automatic mode to keep the transmission in the gear that’s ideal for the driving situation. Further improving performance and drivability is a revised torque converter lock-up assembly.

Long 100,000-mile tune-up intervals and a standard Maintenance Minder™ system, which automatically monitors the vehicle’s unique operation condition to indicate to the driver when maintenance is required, help to lessen the cost of ownership. The Maintenance Minder™ system is designed to ensure that important service issues are addressed in a timely manner, and eliminate unnecessary maintenance procedures to help reduce environmental impact and operating expenses.

Powertrain at A Glance

Engine

• 2.4-liter, DOHC, i-VTEC® 4-cylinder engine generates 201 horsepower at 7,000 rpm with 172 lb-ft of torque at 4,400 rpm (MT); 170 lb-ft of torque at 4,300 rpm (AT)
• i-VTEC® “intelligent” valve-control system combines Variable Timing Control™ (VTC™) with VTEC®
• Drive-by-Wire™ Throttle System
• Computer-controlled Programmed Fuel Injection (PGM-FI)
• Dual balance shafts for exceptional smoothness
• Direct ignition system
• Lightweight alloy pistons and high-strength connecting rods
• 100,000-mile tune-up interval (may vary with driving conditions)

Emissions/Fuel Economy

• Estimated mileage of 21/30/24 mpg* (city/highway/combined, 5 AT) and 20/28/23 mpg* (city/highway/combined, 6 MT)
• EPA TIER 2 - BIN 5, CARB LEV II ULEV emissions standards
• Rear-facing exhaust ports, close-coupled catalytic converter and under-floor converter provide fast catalyst light-off for lower and cleaner emissions

*Based on 2009 EPA mileage estimates. Your actual mileage will vary depending on how you drive and maintain your vehicle.

6-Speed Manual Transmission

• Close-ratio 6-speed manual transmission
• Compact, rigid, lightweight transmission case and bellhousing
• Multi-cone synchronization on all gears for light shifting effort
• Revised ratios for second through sixth gears
• Precise and light shift
• Short clutch pedal stroke with light effort
• Compact clutch with low inertia for quick acceleration

Sequential SportShift 5-Speed Automatic Transmission

• Sequential SportShift via F1®-style steering-wheel mounted paddles
• 5-position straight shift gate
• Advanced Grade Logic Control for reduced gear hunting when driving on steep hills
• Linear solenoid direct-acting control for reduced shift shock and shift smoothness and responsiveness
• Drive-by-Wire™ cooperative control facilitates quicker shifts
• Lockup torque converter design delivers superior fuel economy
• Shift Hold Control

Noise, Vibration and Harshness (NVH)

• Lightweight and durable aluminum cylinder block with cast-in iron cylinder liners
• One-piece aluminum crankshaft carrier for improved strength
• Chain-driven balance shafts mounted on lower block in oil pan
• Maintenance-free silent-chain camshaft drive
• Maintenance-free serpentine accessory drive-belt assembly with auto-tensioner

i-VTEC® VALVE CONTROL SYSTEM

The 2009 TSX’s 2.4L engine features Acura’s i-VTEC® “intelligent” valve control system. Featuring Variable Valve Timing and Lift Electronic Control (VTEC®) combined with Variable Timing Control™ (VTC™), the system provides power characteristics like those of a V6 without sacrificing the light weight or fuel efficiency of an inline four. A new VTEC® design uses three reduced-thickness aluminum rocker arms that operate a pair of intake and exhaust valves for each cylinder. At low rpm, the valves follow low-lift, short duration camshaft profiles to help boost low-end torque. Above 5000 rpm, the intake valves are operated by high-lift, long-duration camshaft profiles, for maximum high-rpm horsepower.

VTEC® lets the engine develop strong low-end torque along with exceptional high rpm power by varying valve lift and duration based on key engine parameters. To further refine powerplant operation, the TSX engine features the “intelligent” i-VTEC® system which adds Variable Timing Control™ (VTC™) to VTEC®. This provides continuously variable, computer controlled camshaft timing. In total, the TSX’s i-VTEC® system provides performance, efficiency and emissions benefits by allowing the intake valve lift and valve timing to be continuously adjusted to suit the engine’s operating parameters.

Variable Timing Control™ (VTC™)

The TSX’s intake camshaft timing is continuously adjusted to suit engine operating conditions by a system called Variable Timing Control™ (VTC™). An integral part of the TSX’s i-VTEC® system, the new TSX employs revised VTC™ parameters to enhance power output, fuel economy and emissions performance with its precise control of cam timing.

Camshaft position, intake manifold pressure and engine rpm are simultaneously monitored by the powertrain control unit (PCM), which then commands a VTC™ actuator to advance or retard the intake camshaft timing. The intake camshaft is almost fully retarded at idle to deliver a more stable idle and reduced hydrocarbon (HC) emissions. As engine RPM builds, the intake camshaft is progressively advanced so the intake valves open sooner and valve overlap increases. This reduces pumping losses, which increases fuel economy and further reduces exhaust emissions due to the creation of an internal exhaust-gas recirculation effect.

CYLINDER HEAD / VALVETRAIN
The TSX cylinder head is constructed of pressure-cast aluminum alloy and features four valves per cylinder actuated by dual overhead camshafts (DOHC). The cams are driven by an automatically adjusted silent-type chain. The chain system is maintenance free and runs in an oil bath for maximum durability. The combustion chambers have large “quench” areas to promote faster flame propagation and more complete burning, thus helping to reduce carbon monoxide (CO) and hydrocarbon (HC) exhaust emissions. Larger intake and exhaust valves and revised ports contribute to improved breathing. An increase in compression ratio from 10.5 to 11.0:1 is a significant contributor to the TSX’s greater torque output.

CRANKSHAFT, PISTONS, ENGINE BLOCK & OIL PAN

TSX’s forged-steel crankshaft has micropolished journals to reduce friction and improve long-term durability. The die-cast lightweight aluminum cylinder block has cast-in iron cylinder liners that are made using a unique spin casting, centrifugal process. New-design pistons use special low-friction rings to reduce power loss. For maximum rigidity and minimal noise and vibration, the cylinder block is a 2-piece design that supports the five main bearings with a single cast-alloy bed-plate assembly.

PROGRAMMED FUEL INJECTION (PGM-FI)

Programmed Fuel Injection (PGM-FI) uses an array of sensors to constantly monitor a number of critical operating variables, including throttle position, intake air temperature, water temperature, ambient air pressure (altitude), air flow, air/fuel ratio, along with the position of the crankshaft and camshafts. Highly vaporized-style fuel injector nozzles reduce the typical size of fuel droplets, which improves air/fuel atomization and flame propagation inside the combustion chambers.

INDUCTION SYSTEM

The TSX’s induction system has been reworked to increase airflow volume by nine percent and to create a more aggressive, linear engine sound. The revised inlet design allows cool ambient air to be picked up at the front of the vehicle, and then routed though a high-flow filter assembly. The single-stage lightweight plastic intake manifold has fixed-length intake runners that are tuned in length, diameter and shape to provide an optimal blend of low-rpm torque and high-rpm response. The new manifold incorporates new 48 mm intake runner (up 6 mm from the previous design runners) along with a new throttle-body with a 4 mm larger inlet opening.

EXHAUST SYSTEM

To help boost engine torque, the TSX has a new high-flow, low back-pressure exhaust system that contributes to a 15-percent increase in exhaust flow over the previous TSX. Large-diameter pipe sizes throughout the exhaust system increase flow; beyond the under-floor catalytic converter, the exhaust system passes through a pre-chamber under the second-row floor, and then splits just behind the rear axle to feed into free-flowing dual silencers and chrome exhaust tips.

DRIVE-BY-WIRE™ THROTTLE SYSTEM

In place of a conventional mechanical throttle linkage, the TSX uses a Drive-by-Wire™ Throttle System. A DC motor controls the throttle butterfly position in the intake tract. This allows the ratio between pedal movement and throttle motion to be altered to suit the driving conditions. The system monitors throttle pedal position, throttle butterfly position, road speed, engine speed and engine vacuum. This information is used to define the throttle control sensitivity. The system also alters response based on the calculated road slope, providing more throttle gain uphill, and less downhill, and also reduces changes in gain on curvy roads to make the car easier to control.

The drive-by-wire throttle system works with the Sequential SportShift 5-speed automatic transmission to make shifts smooth and quick. With coordination of the throttle opening and the transmission’s shifting functions, shift shock and delay are reduced.

Emissions Control

In addition to the TSX engine gaining torque, the 2.4-liter engine has lower emissions. The 2009 TSX is compliant with California Air Resources Board (CARB) LEV II ULEV standard, which is one of the toughest emissions regulations in the United States. TSX also achieves EPA TIER 2 - BIN 5 regulations emissions compliance.

The in-line 4-cylinder engine is designed with emissions performance in mind, employing VTC and a unique i-VTEC® cylinder head promoting internal exhaust gas recirculation, which helps reduce NOx output. Newly designed fuel injectors likewise help reduce hydrocarbons after starting, while a Linear Air/Fuel sensor positioned in the exhaust system just upstream of the catalyst improves air/fuel mixture control.

The exhaust manifold is integrated into the cylinder-head casting in the rear of the transversely mounted engine. This allows the catalytic converter to be positioned very close to the cylinders for swift light-off after a cold engine start. A secondary catalytic converter is positioned under the passenger compartment floor, shortly downstream.

NOISE, VIBRATION & HARSHNESS (NVH) CONTROL

The TSX engine has an array of features designed to reduce noise, vibration and harshness (NVH). The pressure-cast cylinder block has a bed-plate type main bearing cap that results in a highly rigid assembly, which helps to resist vibration. Two balance shafts further smooth the inherent vibration commonly found with a large-displacement in-line 4-cylinder engine layout, and a self-adjusting silent-type camshaft chain and serpentine accessory drive belt also reduce NVH.

100,000 MILE TUNE-UP INTERVAL

Features like a self-adjusting silent-type camshaft chain, long wearing platinum-tipped spark plugs and a precision-engineered valvetrain, all contribute to the TSX’s low maintenance needs. Aside from routine fluid changes and inspections, the first scheduled engine tune-up is not required for 100,000 miles or more (may vary with driving conditions).

Maintenance Minder™ SYSTEM

A standard Maintenance Minder™ system automatically monitors the vehicle’s operating condition. The driver is alerted via a message on the Multi-Information Display (MID) when maintenance is required. The system helps eliminate unnecessary service stops, while ensuring that the vehicle is properly maintained.

The Maintenance Minder™ system monitors operating conditions such as coolant and oil temperatures along with engine speed, and then determines the proper service intervals. Depending on the engine operating conditions, oil change intervals can be extended to a maximum of 10,000 miles, potentially sparing the owner considerable money and inconvenience over the life of the vehicle. The system can be reset manually by the owner, and monitors all normal service parts and systems, including oil and filter, air-cleaner, tire rotation, automatic transmission fluid, coolant, spark plugs, timing belt, brake pads and more. Maintenance alerts are presented on the instrument cluster when the ignition is first turned on, and not while driving.

ELECTRONIC CONTROL MOUNT (ECM)

The Electronic Control Mount System is used to minimize the effects of engine vibration. At low engine speed, a vacuum-controlled front engine mount allows additional engine movement, so that less low-frequency vibration is transmitted to the body. At higher rpm, the mount stiffens so that the mass of the engine is properly restrained for better handling.

6-SPEED MANUAL TRANSMISSION

A close-ratio 6-speed manual gearbox is one of two standard transmissions in the TSX. With precise and light shifting action, the manual transmission is designed to compliment the TSX’s sporting side. Compared to a 5-speed transmission, the 6-speed gearbox allows for closer ratio staging. This enables the engine to operate closer to its power peak during acceleration for better performance.

A high (numerically low) top gear ratio allows for a relaxed cruising rpm and fuel efficiency. For 2009, the TSX 6-speed manual gearbox has new ratios for second through sixth gears for better performance with the revised engine.

The compact, highly rigid transmission case is cast of magnesium alloy to reduce weight by about seven pounds relative to a comparable aluminum unit. Additionally, the highly rigid casting helps damp out noise and vibration. Multi-cone synchronizers on first through fourth gears reduce and smooth shifting effort.

The low-effort clutch pedal design has a broad engagement band for progressive engagement and smoother launches.

SEQUENTIAL SPORTSHIFT 5-SPEED AUTOMATIC TRANSMISSION WITH PADDLE SHIFTERS

The TSX has a standard Sequential SportShift 5-speed automatic transmission with F1®-style paddle shifters and Grade Logic Control to maximize acceleration, fuel economy and driver control.

Automatic mode

A console mounted, 5-position shift gate makes operation of the transmission simple. When in this mode the transmission operates automatically in the “D” position, selecting among the five forward gear ratios based on the driving conditions. When in automatic mode, the transmission incorporates an advanced Grade Logic Control and Shift Hold Control, both of which work to reduce gear “hunting” on hills and through turns.

Grade Logic Control reduces shift frequency and improves vehicle speed control by altering the transmission’s shift schedule when traveling uphill or downhill. The transmission computer continuously compares throttle position, vehicle speed and acceleration/deceleration with a map stored in the computer memory. The Grade Logic Control System determines when the TSX is on an upslope or down slope. The shift schedule is then adjusted to automatically hold the transmission in a lower gear for better climbing power or increased downhill engine braking.

When the throttle is quickly released and the brakes are applied, as might be the case when decelerating for a corner, Shift Hold Control keeps the transmission in its current (lower) ratio. This helps provide added engine braking, and ensures that abundant power is immediately available at the corner exit.

Manual mode

New for 2009, TSX is equipped with steering-wheel mounted paddle shifters. The steering-wheel mounted Sequential SportShift F1®-style paddle shifters are activated when a fingertip pull of the right paddle commands an upshift or a pull of the left paddle commands a downshift. A digital display in the tachometer face indicates which gear the transmission is in when the steering wheel paddles are active.

The steering wheel paddles can operate in both the “D” and “S” transmission positions. When in “D,” a touch of a paddle shifter temporarily places the transmission in manual mode (but without gear holding at redline). After comparatively steady-state cruising conditions are detected, the transmission returns to full automatic operation. In “S,” engaging a paddle enables gear holding, which allows only driver-commanded shifts, with the exception of automatically shifting to first gear at a stop, even if not driver-selected.

When first placed in “S” mode, the transmission will automatically shift between first, second, third and fourth gears until a paddle shifter is activated. When a paddle shifter is activated, the transmission goes into full manual mode.

Manual mode protective features

An array of protective features is active when the transmission is in manual mode to help protect the engine and drivetrain from damage. The Powertrain Control Module (PCM) will cut off fuel flow to the engine if there is a possibility of over-revving in a gear, as might occur if the driver is late in commanding an upshift. To prevent over-revving while downshifting, the transmission will not execute a driver-commanded downshift that would send the engine beyond redline in the lower gear. Even if the driver allows the vehicle to come to a stop in a high gear, the transmission will automatically downshift to first gear to prevent lugging away from a stop in a high gear.

Cooperation between 5-Speed Automatic Transmission & Drive-by-Wire™ Throttle System

With the TSX’s electronically controlled automatic transmission and Drive-by-Wire™ Throttle System, the function of the engine and transmission are closely choreographed for faster, smoother shifting. As a result, shift shock is reduced significantly during upshifts and downshifts.

ACTIVE LOCKUP TORQUE CONVERTER

To provide good fuel economy while maintaining a high level of drivability, the 5-speed automatic transmission includes an active lockup torque converter. With the precise control afforded by a linear solenoid and assist spring, the system features a wide range of speed and throttle settings in which lockup can be engaged in the top four gears. This results in excellent fuel economy in both city and highway driving.

LOW-FRICTION CLUTCH DISC FOR AUTOMATIC TRANSMISSION

To provide better fuel efficiency, a special low-friction clutch disc is used for all five gears. http://www.hondanews.com/categories/793/releases/4439

Or download it in PDF thanks to honda news

Chassis Code - ABA-CL7 | JDM Accord Euro R
Transmission - 6 Speed Manual Only | FF
Factory Length, Width & Height - 4.665M, 1.760M & 1.450M
Weight - 1,390KG
Engine Type - K20a DOHC i-VTEC 1,998CM³
Compression Ratio - 11.5
Fuel Tank Capacity - 65L
Max Horsepower - 162kW [220PS] @ 8,000RPMs
Max Torque - 206Nm [21.0KG/m] @ 6,000RPMs
Tyres - 215/45R17 87W

Chassis Code - DBA-CL7 | JDM Grade 20EL/20A
Transmission - 5 Speed Automatic & 6 Speed Manual | FF
Factory Length, Width & Height - 4.665M, 1.760M & 1.450M
20EL Grade Weight - 1,400KG | 1,410KG (S SRS) | 1,420KG (S SRS + Sunroof)
20A Grade Weight - 1,370KG | 1,380KG (S SRS) | 1,390KG (S SRS + Sunroof)
Engine Type - K20a DOHC i-VTEC 1,998CM³
Compression Ratio - 9.8
Fuel Tank Capacity - 65L
Max Horsepower - 114kW [155PS] @ 6,000RPMs
Max Torque - 188Nm [19.2KG/m] @ 4,500RPMs
20EL Grade Tyres - 195/65R15 91H | Factory Option 205/55R16 89V
20A Grade Tyres - 195/65R15 91H

Chassis Code - ABA-CL8 | JDM Grade 20EL/20A
Transmission - 5 Speed Automatic & 6 Speed Manual | 4WD
Factory Length, Width & Height - 4.665M, 1.760M & 1.470M
20EL Grade Weight - 1,470KG | 1,480KG (S SRS) | 1,490KG (S SRS + Sunroof)
20A Grade Weight - 1,450KG | 1,460KG (S SRS) | 1,470KG (S SRS + Sunroof)
Engine Type - K20a DOHC i-VTEC 1,998CM³
Compression Ratio - 9.8
Fuel Tank Capacity - 60L
Max Horsepower - 112kW [152PS] @ 6,000RPMs
Max Torque - 186Nm [19.0KG/m] @ 4,500RPMs
20EL Grade Tyres - 195/65R15 91H | Factory Option 205/55R16 89V
20A Grade Tyres - 195/65R15 91H

Chassis Code - ABA-CL9 | Worldwide Grade
Transmission - 5 Speed Automatic & 6 Speed Manual | FF
Factory Length, Width & Height - 4.665M, 1.760M & 1.450M
Weight - 1,440+10KG | 1,450+10KG (S SRS) | 1,460+10KG (S SRS + Sunroof)
Engine Type - K24a DOHC i-VTEC 2,354CM³
Compression Ratio - 10.5
Fuel Tank Capacity - 65L
Max Horsepower - 147kW [200PS] @ 6,800RPMs
Max Torque - 232Nm [23.7KG/m] @ 4,500RPMs
Tyres - 205/55R16 89V | Factory Option 225/45R17 90W

Blocks

BLOCK TYPE
H22A = closed deck
H22A1 = closed deck
H22A4 = open deck
H23A = open deck
H23A1 = closed deck
F20A = open deck
F20B = open deck
F22A = open deck
F22B = open deck
F22B1 = open deck
F22B2 = open deck
F23A = open deck

DECK HEIGHT
H22A = 219.5mm/8.643
H22A1 = 219.5mm/8.643
H22A4 = 219.5mm/8.643
H23A = 219.5mm/8.643
H23A1 = 219.5mm/8.643
F20A = 219.5mm/8.643
F20B = 219.5mm/8.643
F22A = 219.5mm/8.643
F22B = 219.5mm/8.643
F22B1 = 219.5mm/8.643
F22B2 = 219.5mm/8.643
F23A = 219.5mm/8.643

BORE
H22A block = 87mm/3.425
H22A1 block = 87mm/3.425
H22A4 Block = 87mm/3.425
H23A block = 87mm/3.425
H23A1 block = 87mm/3.425
F20A block = 85mm/3.346
F20B block = 85mm/3.346
F22A block = 85mm/3.346
F22B block = 85mm/3.346
F22B1 block = 85mm/3.346
F22B2 block = 85mm/3.346
F23A block = 86mm/3.385

Rods

LENGTH
H22A = 143.0mm/5.633
H22A1 = 143.0mm/5.633
H22A4 = 143.0mm/5.633
H23A = 141.5mm/5.572
H23A1 = 141.5mm/5.572
F20A = 145.0mm/5.709
F20B = 145.0mm/5.709
F22A = 141.5mm/5.572
F22B = 141.5mm/5.572
F22B1 = 141.5mm/5.572
F22B2 = 141.5mm/5.572
F23A = 141.0mm/5.551

WIDTH
H22A = 23.75mm/.935
H22A1 = 23.75mm/.935
H22A4 = 23.75mm/.935
H23A = 23.75mm/.935
H23A1 = 23.75mm/.935
F20A = 23.75mm/.935
F20B = 23.75mm/.935
F22A = 23.75mm/.935
F22B = 23.75mm/.935
F22B1 = 23.75mm/.935
F22B2 = 23.75mm/.935
F23A = 19.81mm/.780

MAIN BORE
H22A = 51.00mm/2.008
H22A1 = 51.00mm/2.008
H22A4 = 51.00mm/2.008
H23A = 51.00mm/2.008
H23A1 = 51.00mm/2.008
F20A = ???
F20B = 48.00mm/1.890
F22A = 51.00mm/2.008
F22B = 51.00mm/2.008
F22B1 = 51.00mm/2.008
F22B2 = 51.00mm/2.008
F23A = 48.00mm/1.890

PIN BORE
H22A = 21.97-21.98mm/.8649-.8654
H22A1 = 21.97-21.98mm/.8649-.8654
H22A4 = 21.97-21.98mm/.8649-.8654
H23A = 21.97-21.98mm/.8649-.8654
H23A1 = 21.97-21.98mm/.8649-.8654
F20A = 21.97-21.98mm/.8649-.8654
F20B = 21.97-21.98mm/.8649-.8654
F22A = 21.97-21.98mm/.8649-.8654
F22B = 21.97-21.98mm/.8649-.8654
F22B1 = 21.97-21.98mm/.8649-.8654
F22B2 = 21.97-21.98mm/.8649-.8654
F23A = 21.97-21.98mm/.8649-.8654

Pistons

BORE
H22A = 87mm/3.425
H22A1 = 87mm/3.425
H22A4 = 87mm/3.425
H23A = 87mm/3.425
H23A1 = 87mm/3.425
F20A = 85mm/3.346
F20B = 85mm/3.346
F22A = 85mm/3.346
F22B = 85mm/3.346
F22B1 = 85mm/3.346
F22B2 = 85mm/3.346
F23A = 86mm/3.385

COMPRESSION HEIGHT
H22A = 31.0mm/1.221
H22A1 = 31.0mm/1.221
H22A4 = 31.0mm/1.221
H23A = 30.5mm/1.203
H23A1 = 30.5mm/1.203
F20A = ???
F20B = 31.0mm/1.221
F22A = 30.5mm/1.203
F22B = 30.5mm/1.203
F22B1 = 30.5mm/1.203
F22B2 = 30.5mm/1.203
F23A = 30.0mm/1.181

PISTON VOLUME
H22A = -1.9 cc
H22A Type S = +4.2 cc
H22A1 = -1.8 cc
H22A4 = -1.8 cc
H23A = +4.3 cc
H23A1 = -9.9 cc
F20A = -4.7 cc
F20B = +8.0 cc
F22A = -14.5 cc
F22B = -11.2 cc
F22B1 = -14.5 cc
F22B2 = -14.5 cc
F23A = -18.0 cc

WRIST PIN DIAMETER
H22A = 22.0mm/.866
H22A1 = 22.0mm/.866
H22A4 = 22.0mm/.866
H23A = 22.0mm/.866
H23A1 = 22.0mm/.866
F20A = 22.0mm/.866
F20B = 22.0mm/.866
F22A = 22.0mm/.866
F22B = 22.0mm/.866
F22B1 = 22.0mm/.866
F22B2 = 22.0mm/.866
F23A = 22.0mm/.866

Crankshafts

STROKE
H22A = 90.7mm/3.570
H22A1 = 90.7mm/3.570
H22A4 = 90.7mm/3.570
H23A = 95mm/3.740
H23A1 = 95mm/3.740
F20A = 88mm/3.464
F20B = 88mm/3.464
F22A = 95mm/3.740
F22B = 95mm/3.740
F22B1 = 95mm/3.740
F22B2 = 95mm/3.740
F23A = 97mm/3.818

MAIN JOURNAL DIAMETER
H22A = 50mm
H22A1 = 50mm
H22A4 = 55mm
H22A4 = 50mm (1997 Only)
H23A = 55mm
H23A1 = 50mm
F20A = 50mm
F20B = 55mm
F22A = 50mm
F22B = 50mm
F22B1 = 50mm
F22B2 = 50mm
F23A = 55mm

ROD JOURNAL DIAMETER
H22A = 47.95mm/1.888
H22A1 = 47.95mm/1.888
H22A4 = 47.95mm/1.888
H23A = 47.95mm/1.888
H23A1 = 47.95mm/1.888
F20A = 47.95mm/1.888
F20B = 44.98mm/1.771
F22A = 47.95mm/1.888
F22B = 47.95mm/1.888
F22B1 = 47.95mm/1.888
F22B2 = 47.95mm/1.888
F23A = 44.98mm/1.771

Cylinder Heads

HEAD VOLUME
H22A = 53.8cc
H22A1 = 53.8cc
H22A4 = 53.8cc
H23A = 53.8cc
H23A1 = 50.0cc
F20A = 50cc
F20B = ???
F22A = 50.5cc
F22B = 50.5
F22B1 = 50.6cc
F22B2 = 50.6cc
F23A = ???

INTAKE VALVE DIAMETER
H22A = 35mm/1.38
H22A1 = 35mm/1.38
H22A4 = 35mm/1.38
H23A = 35mm/1.38
H23A1 = 34mm/1.34
F20A = 34mm/1.34
F20B = 34mm/1.34
F22A = 34mm/1.34
F22B = 34mm/1.34
F22B1 = 34mm/1.34
F22B2 = 34mm/1.34
F23A = 34mm/1.34

EXHAUST VALVE DIAMETER
H22A = 30mm/1.18
H22A1 = 30mm/1.18
H22A4 = 30mm/1.18
H23A = 30mm/1.18
H23A1 = 29mm/1.14
F20A = 29mm/1.14
F20B = 29mm/1.14
F22A = 29mm/1.14
F22B = 29mm/1.14
F22B1 = 29mm/1.14
F22B2 = 29mm/1.14
F23A = 29mm/1.14

Head Gaskets

BORE
H22A = 88mm/3.46
H22A1 = 88mm/3.46
H22A4 = 88mm/3.46
H23A = 88mm/3.46
H23A1 = 88mm/3.46
F20A = 85.5mm/3.37
F20B = 85.5mm/3.37
F22A = 85.5mm/3.37
F22B = 85.5mm/3.37
F22B1 = 85.5mm/3.37
F22B2 = 85.5mm/3.37
F23A = 86.5mm/3.41

THICKNESS
H22A = 0.66mm/.026
H22A1 = 0.66mm/.026
H22A4 = 0.66mm/.026
H23A = 0.66mm/.026
H23A1 = 0.66mm/.026
F20A = 0.66mm/.026
F20B = 0.66mm/.026
F22A = 0.66mm/.026
F22B = 0.66mm/.026
F22B1 = 0.66mm/.026
F22B2 = 0.66mm/.026
F23A = 0.66mm/.026

Note:
Gasket thickness measured after crush

Bearings

MAIN BEARING THICKNESS
Blue: 2.013 - 2.010mm / 0.0793 - 0.0791
Black: 2.010 - 2.007mm / 0.0791 - 0.0790
Brown: 2.007 - 2.004mm / 0.0790 - 0.0789
Green: 2.004 - 2.001mm / 0.0789 - 0.0788
Yellow: 2.001 - 1.998mm / 0.0788 - 0.0787
Pink: 1.998 - 1.995mm / 0.0787 - 0.0785
Red: 1.995 - 1.992mm / 0.0785 - 0.0783

ROD BEARING THICKNESS
Blue: 1.510 - 1.507mm / 0.0594 - 0.0593
Black: 1.507 - 1.504mm / 0.0593 - 0.0592
Brown: 1.504 - 1.501mm / 0.0592 - 0.0591
Green: 1.501 - 1.498mm / 0.0591 - 0.0590
Yellow: 1.498 - 1.495mm / 0.0590 - 0.0589
Pink: 1.495 - 1.492mm / 0.0589 - 0.0587
Red: 1.492 - 1.489mm / 0.0587 - 0.0586

MAIN BEARING WIDTH
H22A = 19.9mm/.784
H22A1 = 19.9mm/.784
H22A4 = 19.9mm/.784
H23A = 19.9mm/.784
H23A1 = 19.9mm/.784
F20B = 19.9mm/.784
F22A = 19.9mm/.784
F22B = 19.9mm/.784
F22B1= 19.9mm/.784
F22B2= 19.9mm/.784
F23A = 19.9mm/.784

ROD BEARING WIDTH
H22A = 19.35mm/.762
H22A1 = 19.35mm/.762
H22A = 19.35mm/.762
H23A = 19.35mm/.762
H23A1 = 19.35mm/.762
F20A = 19.35mm/.762
F20B = 19.35mm/.762
F22A = 19.35mm/.762
F22B = 19.35mm/.762
F22B1 = 19.35mm/.762
F22B2 = 19.35mm/.762
F23A = 15.47mm/.609

Accord Euro (2003-2007)
7th Gen Sedan 4dr Man 6sp 2.4i
7th Gen Sedan 4dr Auto 5sp 2.4i
7th Gen Luxury Sedan 4dr Man 6sp 2.4i
7th Gen Luxury Sedan 4dr Auto 5sp 2.4i

(Australian Delivered Specs)
Steering Rack and Pinion
Engine Size 2354cc (2.4)
No. Cylinders 4
Engine Configuration In-line
Cam DOHC with VVT & Lift
Valves/Cylinder 4
Compression Ratio 10.5:1
Engine Cycle 4 Stroke
Engine Type Piston
Engine Location Front
Engine Number K24A3-#######
Engine Code K24A3 LEV
Fuel Type Petrol - Premium ULP
RON Rating 95
Fuel Capacity 65L
Fuel Consumption Combined (ADR 81/01) 9.1L/100km
CO2 210g/km
Fuel Delivery Multi-Point Injection
Method of Delivery Electronic Sequential
Induction Aspirated
Power 140kW @ 6800rpm
Torque 223Nm @ 4500rpm-4500rpm
Kerb Weight 1390kg
Tare Mass 1395kg
Towing Braked 1200kg
Towing Not Braked 500kg
Wheel Base 2670mm
Length 4665mm
Width 1760mm
Height 1445mm
Track Front 1515mm
Track Rear 1515mm
Country of origin JAPAN
Sold in Japan and Australian markets with different power outputs

Seventh generation Honda Accord (2003–2007)

Also called Honda Inspire
Acura TSX (for JDM Model)
Production 2003–2007
Assembly Marysville, Ohio, United States
Jalisco, Mexico
Greater Noida, India
Guangzhou, China
Alor Gajah, Malaysia
Body style(s) 4-door sedan (USA chassis no. CM5/CM6)
2-door coupe (USA chassis no. CM7/CM8)
4-door sedan (JDM chassis no. CL7-CL9)
Engine(s) 2.4 L K24A4 I4
2.4 L K24A8 I4
3.0 L J30A4 V6
3.0 L J30A5 V6
Transmission(s) 5-speed automatic
5-speed manual
6-speed manual
Wheelbase Sedan: 107.9 in (2741 mm)
Coupe: 105.1 in (2670 mm)
Length 2003-05 Sedan: 189.5 in (4813 mm)
2003-05 Coupe: 187.6 in (4765 mm)
2006-07 Coupe: 187.8 in (4770 mm)
2006-07 Sedan: 191.1 in (4854 mm)
Width 2003-05 Sedan: 71.5 in (1816 mm)
Coupe: 71.3 in (1811 mm)
2006-07 Sedan: 71.6 in (1819 mm)
Height 2003-05 Sedan: 57.1 in (1450 mm)
Coupe: 55.7 in (1415 mm)
2006-07 V6 Coupe: 55.8 in (1417 mm)
2006-07 Sedan: 57.2 in (1453 mm)
2006-07 V6 Sedan: 57.3 in (1455 mm)
Fuel capacity 17.1 US gal

Sixth generation Honda Accord (1998–2002)

Also called Isuzu Aska
Production 1998-2002
Assembly Marysville, Ohio, United States
Body style(s) 2-door coupe (US body, chassis no. CG2/CG3)
4-door sedan (US body, chassis no. CG5/CG6)
4-door sedan (European body, chassis no. CG8)
5-door hatchback (European body)
4-door sedan (JDM body)
5-door wagon (JDM body)
Engine(s) 2.3 L F23A1 I4 150 hp
2.3 L F23A5 135 hp
2.2 L H22A I4 187hp
3.0 L J30A1 V6 200 hp
Transmission(s) 4-speed automatic
5-speed manual
Wheelbase Sedan: 106.9 in (2715 mm)
Coupe: 105.1 in (2670 mm)
Length Coupe: 186.8 in (4745 mm)
1998-2000 Sedan: 188.8 in (4796 mm)
2001-02 Sedan: 189.4 in (4811 mm)
Width 70.3 in (1786 mm)
Height 1998-2000 Coupe: 55.1 in (1400 mm)
V6 Sedan: 57.3 in (1455 mm)
Sedan: 56.9 in (1445 mm)
2001-02 Coupe: 54.9 in (1394 mm)
2001-02 V6 Coupe: 55.3 in (1405 mm)
Fuel capacity 17.1 US gallons

Fifth generation Honda Accord (1994–1997)

Also called Isuzu Aska
Production 1994-1997
Assembly Marysville, Ohio, United States
Sayama, Japan
Swindon, England
Body style(s) 2-door coupe
4-door sedan
5-door station wagon
Engine(s) 2.2 L F22B1 I4 145 hp
2.2 L F22B2 I4 130 hp
2.2 L F22Z2 I4 150 hp
2.7 L C27A V6 170hp
Transmission(s) 4-speed automatic
5-speed manual
Wheelbase 106.9 in (2715 mm)
Length 1994-95 Wagon: 187.8 in (4770 mm)
1994-95 Sedan & Coupe: 184.0 in (4674 mm)
1996-97 Coupe & Sedan: 185.6 in (4714 mm)
1996-97 Wagon & V6 Sedan: 188.4 in (4785 mm)
Width 70.1 in (1781 mm)
Height 1994-95 Wagon: 55.9 in (1420 mm)
Coupe: 54.7 in (1389 mm)
Sedan: 55.1 in (1400 mm)
1996-97 V6 Sedan: 55.3 in (1405 mm)
1996-97 LX Wagon: 56.0 in (1422 mm)
1996-97 Wagon: 57.4 in (1458 mm)
Fuel capacity 17 US gal

Fourth generation Honda Accord (1990–1993)

Production 1990–1993
Assembly Marysville, Ohio, United States
Sayama, Japan
Body style(s) 2-door coupe
4-door sedan
5-door station wagon
Engine(s) 2.2 L F22A I4
Transmission(s) 4-speed automatic
5-speed manual
Wheelbase 107.1 in (2720 mm)
Length 1990-91 Coupe & Sedan: 184.8 in (4694 mm)
1990 Wagon: 186.0 in (4724 mm)
1992-93 Coupe & Sedan: 185.2 in (4704 mm)
1992-93 Wagon: 186.8 in (4745 mm)
Width 1990-91: 67.9 in (1725 mm)
1992-93 Coupe & Sedan: 67.1 in (1704 mm)
1992-93 Wagon: 67.5 in (1715 mm)
Height 1990-91 Coupe: 53.9 in (1369 mm)
1990-91 Sedan: 54.7 in (1389 mm)
1991 Wagon: 55.1 in
1992-93 Coupe: 52.2 in (1326 mm)
1992-93 Wagon: 53.2 in (1351 mm)
1992-93 Sedan: 52.8 in (1341 mm)
Fuel capacity 17 US gallons

Third generation Honda Accord (1986—1989)

Production 1986-1989
Assembly Marysville, Ohio, United States
Sayama, Japan
Body style(s) 2-door coupe
3-door hatchback
4-door sedan
3-door station wagon (Aerodeck)
Engine(s) 2.0L 98 hp I4
2.0L 120 hp I4
Transmission(s) 4-speed automatic
5-speed automatic
5-speed manual
Wheelbase 102.4 in (2601 mm)
Length Hatchback: 174.8 in (4440 mm)
Sedan & Coupe: 179.7 in (4564 mm)
1986-88 Coupe: 179.1 in (4549 mm)
Width Hatchback & 1986-88 Coupe: 66.7 in (1694 mm)
Sedan & 1989 Coupe: 67.4 in (1712 mm)
Height Hatchback & 1986-88 Coupe: 52.6 in (1336 mm)
Sedan: 53.4 in (1356 mm)
1989 Coupe: 52.7 in (1339 mm)
Fuel capacity 15.9 US gallons