Various stages of Mods for FD2 AUTOMATIC
A friend came back from Abu Dhabi and lamented at how expensive cars were in Singapore. He refused to succumb to the temptation of driving and have resorted to using our world class transport daily.
Now on a normal day, that would not have been a problem. However, as we all know world class transport do have their bad hair days too.
“I was driving an Audi TT for the equivalent of $10,000 SGD in Abu Dhabi!” What do you expect me to drive here? However, with family commitments, peak hours and bad hair days for our transport system, he decided to take the plunge and “invest” in a automobile.
Conditions for the car.
1. It has to be an AUTOMATIC, so that his wife would be able to drive the kids to school. (Bo…ring)
2. It has to have 4 doors. (Kids, no explanation needed. Boo….ring)
3. It has to be fuel efficient. (Ron 98 above $2! Guess how much it is in the Middle East. Booo…ring)
4. Hopefully it can be a little exciting? (After all, I used to drive an Audi TT.)
5. It has to be cheap.
Armed with such a potent list, he went on a mission to find a car to suit his needs.
After a week of searching, he decided to buy a car.
“Hey Joel, I bought a car that fulfil most of my conditions.” *Note the bored voice*
“I bought a boring Honda Civic FD2 Automatic. All of its 155hp to boot.”
Alright, relatively ok for all of the above, except….maybe the exciting part.
A quick chat led to some simple bolt ons and a quick run on Uber’s Mainline Dyno to see what WHP it was putting to the ground.
A Mugen Rear Muffler, a K&N Drop-in Filter and Flashpro yielded an exciting…..123 WHP.
Barely tickling his senses, we went back to the drawing board. I had a K24 Accord TSX engine lying around and decided that we can reap some parts of it to boost up the BHP.
In went the RBB intake and the 60mm Throttle body from the TSX. We then sourced a cheap set of Exhaust from a Honda Civic FD2R. So really all Honda Original parts.
When tuning, we could go for more RPMs as the combined breathing on both the enlarged intake and exhaust worked very well. I could bring the car for an extra 500 rpm of continuous power and it holds steady.
However, we lost power in the mid-range from 2800-4200 rpm.
Owner wasn’t too happy with the loss of mid range, but he sure wasn’t complaining about the high end gains.
But after all, this is an automatic transmission, and most of the time he would be driving at about 2000-3000rpm.
Look at the dyno chart, we made an increase to 134.3whp. Again, please try to ignore the red line still.
“Good, but not enough!!!!”
We sat there for awhile staring at what other parts we are able to benefit from the TSX engine, there wasn’t really anything that the K20A3 could use….all that’s left was just the…..engine. *Dramatic music in the background*
Lets look at the TSX engine.
The 2006-2008 K24A2 in the U.S. market Acura TSX has the following improvements
* Power: 205 hp @ 7000 rpm
* Torque: 164 lbft @ 4500 rpm
* Increased intake flow:
o Intake valve + 1 mm oversize
o Intake cam High lift lobe with 0.9 mm more lift and 12 degrees more duration
o Throttle body increased from 60-64 mm
o Radius on some intake pipes increased from 70-80 mm
* Increased exhaust flow
o Exhaust Head pipe increased frm 60-65 mm
o Higher flow catalytic converter
o Main (single) exhaust pipe increased from 54-57 mm
o Rear (twin) pipes increased in diameter from 42.5 to 45 mm
* Block improvements:
o Additional air passages in crankcase for reduced pumping losses
* Other
o Stronger connecting rods
o New crankshaft with more counterbalance weight
o Revised pistons with more valve-piston clearance
in addition to this already nice engine, i also:
- modified the cam gear in there for extra motion and tunability
- changed the standard air box to some other factory honda air box with larger entry diameter and stock look
- put in a hondata intake manifold gasket
- and a couple other niceties i wanted the customer to have without him having to ask/pay for them.
The red line you see in all the dyno chart above, is exactly this setup. The car made approximately 195whp at around 7700rpm.
Considering it is an AT transmission with more losses than a manual transmission, i would conservatively say that this engine is probably making 260-270hp at the crank!
The owner was jubilant when he first got his car back from tuning. Overtaking other cars was a breeze. The humble looking Civic just wheeze past most daily drives effortlessly and occasionally giving other performance models a nasty surprise.
And what exactly have we created?
1. stock honda engine, standard internals, and the durability that Honda has been known for. (More than that, similar stock looking engine bay and undercarriage . No one would be able to tell the difference.)
2. High-Lift VTEC engagement at 4700rpm. (Not to be mistaken with iVtec)
3. Wheelspins from standstills
4. Fuel economy of 9km/l
5. Comfortable city driving with AT trans
In fact his wife doesn’t know the difference as she do not drive into the Vtec Zone.
6. Wife doesn’t complain any more about exhaust tone from mugen with muted type R exhuast
7. and spent less than S$9k only
Owning and driving a Family car in our local conditions does not necessarily mean that it has to be boring. Armed with the right knowledge and right mods, driving your kids to school and going to work can still bring a smile to your face.
At the end of this journey, the customer summed it up all in one phase.
“What more can we ask for?”
Here is a dyno chart of all 3 setups on a common graph.
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