16790-59B-004
KEIHIN 16790-59B-004 Bomba Alta Presión para Honda 1.5T Turbo
16790-59B-004, 16790-59B-014, 16790-5AA-A01, 16790-5AA-A02Integrated Spill Valve / Solenoid Metering Valve-200 barDescripción del producto
The Keihin 16790-59B-004 (superseded to 16790-59B-014) is the OEM high-pressure mechanical fuel pump for Honda Earth Dreams 1.5L VTEC Turbo engines. Powering millions of 10th-generation Civic, CR-V, and Accord vehicles worldwide, this 200-bar radial plunger pump features an integrated low-pressure pulsation damper and high-frequency spill valve. It provides precise fuel volume metering demanded by Honda's direct-injection dual-VTC engine management. Engineered with an upgraded internal plunger seal package, this pump eliminates chronic crankcase fuel wash, hot-restart refusal, and power hesitation under high turbocharger boost levels.
WINTER OIL LEVEL RISING & CRANKCASE DILUTION CURE: On Honda 1.5T Earth Dreams engines in cold climates, an internal shaft seal failure or cracked internal diaphragm in pump 16790-59B-004 allows high-pressure fuel to seep directly down the cylinder head into the oil pan. This elevates dipstick oil levels and triggers severe oil smell, fuel trim DTC P0172, and P0087. Installing the upgraded -014 / -004 pump with revised Viton plunger seals permanently cures mechanical fuel bypass.
Aplicaciones de vehículos y motores
| Vehículo | Motor | Años |
|---|---|---|
| Honda Civic 10th Gen | Honda 1.5L Earth Dreams VTEC Turbo & i-VTEC (L15B7 / L15BA / L15BE / L15B2) | 2016-2021 |
| Honda CR-V 5th Gen | Honda 1.5L Earth Dreams VTEC Turbo & i-VTEC (L15B7 / L15BA / L15BE / L15B2) | 2017-2022 |
| Honda Accord 10th Gen | Honda 1.5L Earth Dreams VTEC Turbo & i-VTEC (L15B7 / L15BA / L15BE / L15B2) | 2018-2022 |
| Acura CDX 1.5T | Honda 1.5L Earth Dreams VTEC Turbo & i-VTEC (L15B7 / L15BA / L15BE / L15B2) | 2017-2021 |
Especificaciones técnicas
| Especificación | Valor |
|---|---|
| Manufacturer | Keihin Corporation / Hitachi Astemo |
| Operating Pressure RatingDato clave | |
| Idle Rail PressureDato clave | |
| Integrated Component | Inlet Metal Diaphragm Pulsation Damper |
| Actuation Method | Camshaft Follower Plunger Drive |
| Mounting Flange Bolt Torque | 12 N·m (Alternating 2-stage pass) |
| High Pressure Output Line Nut Torque | 30 N·m (Counter-hold body fitting) |
| Tightening Torque | 30 N·m |
| Par de apriete de brida | 12 N·m |
| Low Pressure Pulsation Flange Torque | 9.8 N·m (M6 threaded fasteners) |
| Superseded Revision | 16790-59B-014 (Reinforced internal shaft seal lip) |
| Operating Temperature Range | -40°C to +125°C |
| Presión de servicioDato clave |
Bomba de alta presión compatible (Ensamblaje del circuito de combustible)
Funciona en el mismo circuito de alta presión Common Rail. Al diagnosticar baja presión (P0087), verifique el caudal de la bomba antes de sustituir los inyectores.
Consejos de instalación
Herramientas necesarias: 10mm socket, 17mm flare nut wrench, and 19mm backup wrench, Calibrated torque wrench (5-35 N·m range), New cylinder head mounting O-ring and inspection mirror, Honda Diagnostic System (HDS) or compatible bi-directional scan tool
- Depressurize fuel system: remove the PGM-FI main relay or fuel pump fuse from the under-hood fuse box, start engine, and idle until it stalls.
- Disconnect the 12V vehicle battery ground cable.
- Remove the decorative engine cover and unbolt the metallic noise shield insulator covering the high-pressure fuel pump.
- Disconnect the 2-pin electrical connector from the pump flow control solenoid.
- Place clean shop rags underneath the high-pressure steel tube; counter-hold the pump discharge adapter with a 19mm wrench and loosen the 17mm line flare nut.
- Remove the low-pressure pulsation damper bracket retaining bolts and detach the low-pressure supply tube.
- Loosen the two 10mm pump mounting bolts evenly in alternating turns to release plunger spring preload without jamming the guide bore.
- Extract the pump assembly and inspect the camshaft drive lobe and pump plunger guide for grooving or metal transfer.
- Apply clean engine oil to a new Viton sealing O-ring and position it over the pump pilot neck.
- Rotate the crankshaft until the camshaft drive lobe is at lowest lift, insert the pump into the cylinder head, and torque both 10mm bolts evenly to 12 N·m.
- Hand-thread the high-pressure tube flare nut until seated, counter-hold the pump fitting, and torque to 30 N·m.
- Reinstall the low-pressure line flange and torque bolts to 9.8 N·m; reattach the noise shield, connect electrical harness, prime system, and inspect for leaks.
- Alternating Bolt Loosening Rule: Never zip off one mounting bolt while the other is fully tightened. The strong internal plunger return spring will cock the pump body, bending the remaining bolt and gouging the precision machined cylinder head pilot bore.
- Immediate Oil Change Requirement: If this pump is being replaced due to fuel smell in the engine bay or oil dilution above the dipstick crosshatch, change the engine oil and filter immediately. Running fuel-thinned 0W-20 oil will wipe out turbocharger bearings within 50 miles.
- Pulsation Damper Inspection: Inspect the top dome pulsation damper for any signs of fuel weeping around the rolled metal crimp. Damper fatigue indicates prior hydraulic hammering from low-pressure fuel supply aeration.
Preguntas frecuentes
What symptoms confirm a failing 16790-59B-004 fuel pump on Honda Civic or CR-V?
Key indicators include strong gasoline odor from the engine bay or through the climate control vents, oil level rising past the orange dipstick mark, cold-start misfires, and trouble codes P0087 (Fuel Rail Pressure Low), P0172 (System Too Rich), or P0191.
What is the difference between part numbers 16790-59B-004 and 16790-59B-014?
Part number 16790-59B-014 is Honda's updated factory service revision of 16790-59B-004. It incorporates a reinforced internal Viton dynamic plunger lip seal to prevent fuel bypass into the valvetrain during cold winter operation.
Can a bad HPFP cause the Honda 1.5T to go into Limp Mode?
Yes. When the high-pressure pump cannot sustain specified rail pressure (especially under boost demand between 2000-4500 RPM), the ECU cuts boost pressure and limits engine speed to 3000 RPM, flashing 'VSA Problem' and 'Emissions System Problem' warnings on the dash.
How can I test if the pump solenoid is working?
Measure the resistance across the 2 electrical terminals on the spill valve solenoid using a digital multimeter at 20°C. Normal resistance should be between 1.4 and 2.2 Ohms. An open circuit or zero resistance confirms an internal coil burnout requiring pump replacement.
Say this to the shop: How do I avoid unnecessary engine teardown for oil dilution?
Ask the technician: 'Please perform an oil flash-point inspection and run a high-pressure rail leak-down test with the engine off. If the rail drops from 40 bar to 0 bar within 60 seconds and fuel odor is in the valve cover, replace the HPFP and change the oil before suggesting internal engine repairs.'
Codigos de Falla (DTC) y Protocolos de Diagnostico
Codigos de falla de diagnostico (DTC) comunes que se activan cuando este inyector common rail experimenta desgaste, fallas de circuito o desbalance:
Fuel Rail / System Pressure Too Low
Excessive internal backleak from worn control valve seats drops common rail pressure below target under engine load.
Injector Circuit Malfunction / Open Circuit
Solenoid coil resistance drift (0.2-0.5 Ω) or piezo stack degradation triggers driver stage shutdown on affected cylinders.
Cylinder Misfire & Balancing Deviation
Carbon-clogged nozzle spray holes or missing IMA calibration causes uneven cylinder contribution. Recode ECM and verify washer seating.
Fuel Rail / System Pressure Too High
Spill line backpressure or stuck metering valve prevents rail depressurization, creating overpressure risks under load.
Referencias cruzadas y compatibilidad
Referencias hermanas, variantes de la misma plataforma e incompatibilidades conocidas.
Protocolos Técnicos de Diagnóstico y Servicio
Procedimientos de taller verificados, umbrales de prueba y pautas de servicio para este conjunto.