16450-5BF-A01
KEIHIN 16450-5BF-A01 Injecteur Honda Civic Type R K20C1 2.0T
16450-5BF-A01, 16450-6B2-A01, 16010-5BF-305, 16010-5BF-315--200 barPrésentation du produit
The Keihin 16450-5BF-A01 (Honda OE 16450-6B2-A01 / 16010-5BF-305) is the original equipment high-pressure direct fuel injector engineered specifically for Honda and Acura 2.0L VTEC Turbo engines (K20C1, K20C4, and K20C6). Engineered for extreme volumetric flow demands at 200 bar (2900 psi), this solenoid injector discharges a tailored multi-spray pattern directly into the piston crown bowl. Fitted to flagship performance models including the Honda Civic Type R (FK8/FL5), Accord 2.0T, and Acura RDX, it eliminates high-boost power stutter, fuel-dilution cold starting, and diagnostic trouble codes P0300 and P0171.
HIGH-RPM MISFIRE & CARBON CLOGGING WARNING: In high-output K20C1 Type R and K20C4 engines, high-heat combustion carbon accumulates on the recessed micro-nozzle orifices. Under wide-open throttle (WOT) above 5000 RPM, restricted fuel flow causes sudden lean air-fuel spikes, knock retard, and high-RPM engine misfires (P0300/P0301-P0304). Furthermore, worn combustion Teflon seals (16452-5BF-000) allow 200-bar combustion blow-by that melts the composite injector harness connector.
Compatibilité véhicules et motorisations
Spécifications techniques
| Spécification | Valeur |
|---|---|
| Injector Generation | Keihin High Flow Direct Fuel Injector |
| Operating Rail PressureSpéc. clé | |
| Spray Geometry | High-Velocity Multi-Hole Directional Laser Spray |
| Coil Resistance | 1.8 to 2.2 Ohms at 20°C (High-Speed Direct Driver) |
| Combustion Seal Material | Virgin Sintered PTFE (Teflon) with Backup Ring |
| Teflon Seal Service Part | Honda OE 16452-5BF-000 |
| Fuel Rail Mounting Torque | 12 N·m (Flange bolts, alternating sequence) |
| Tightening Torque | 30 N·m |
| Couple de serrage de bride | 12 N·m |
| Pression de serviceSpéc. clé |
Conseils de montage
Outils nécessaires : 10mm and 12mm sockets, ratchet, and extension bar, 17mm fuel line flare wrench and 19mm backup wrench, Honda direct injector Teflon seal tool set (070AA-5AA0100), Torque wrench calibrated for 12-30 N·m, Clean engine oil for upper O-ring lubrication (keep Teflon seal dry)
- Disconnect negative 12V battery terminal; pull fuel pump fuse and crank engine for 5 seconds to depressurize feed lines.
- Wrap high-pressure pipe union in absorbent shop rags and slowly crack the 17mm flare nut to vent residual 200-bar rail pressure.
- Disconnect the wiring harness connectors from all four direct fuel injectors.
- Unbolt the high-pressure fuel pipe bracket and remove the high-pressure feed tube.
- Evenly remove the two 12mm fuel rail mounting bolts half a turn at a time.
- Carefully pull the fuel rail and injectors straight out of the cylinder head bores; do not pry against the plastic injector bodies.
- Remove the injector retaining clips and slide the injectors out of the fuel rail cups.
- Clean the cylinder head injector bores with a dedicated nylon brush and vacuum; never use steel tools on the sealing seats.
- Install a brand new Teflon combustion seal (16452-5BF-000) using the expansion guide cone and compression sizing tool.
- Lubricate the upper Viton O-ring with a dab of clean engine oil (LEAVE LOWER TEFLON SEAL DRY).
- Seat the injectors into the fuel rail, align properly, and install new retaining clips.
- Install the fuel rail and injectors into the cylinder head; torque rail bolts alternately to 12 N·m, then torque fuel line flare nut to 30 N·m.
- Dry Teflon Combustion Seal Mandate: Never apply oil or lubrication to the lower Teflon combustion seal ring. The PTFE ring requires a completely clean, dry seat to expand properly under combustion heat and prevent gas blow-by.
- High-Pressure Flare Nut Backup Wrench Rule: Always counter-hold the fuel rail inlet union with an open-end wrench when torquing the 17mm line flare nut to 30 N·m. Failure to counter-hold twists the stainless fuel rail tube.
- Replace Injector Clips and Backup Rings: Always replace the injector retaining clips and stainless backup washers during injector service. Fatigued clips allow the injector to walk in the bore under high boost.
Questions fréquentes et diagnostic
What diagnostic fault codes indicate a bad direct fuel injector on Honda Civic Type R FK8/FL5?
The primary fault is DTC P0300 (Random/Multiple Cylinder Misfire Detected) or cylinder-specific misfires P0301 through P0304 occurring primarily under high-RPM boost. Heavy misfires trigger flashing check engine lights and disable VTEC.
Why does my Accord 2.0T or Civic Type R experience high-RPM stutter above 5000 RPM?
Direct injectors on high-boost K20C engines operate at extreme duty cycles. Carbon build-up on the micro-nozzle tips restricts volumetric fuel flow at high RPM. Under full boost, this fuel starvation causes instantaneous lean misfires.
Can I reuse the Teflon combustion seal when pulling the fuel rail on a K20C engine?
No. The Teflon seal ring deforms permanently when installed into the cylinder head and exposed to combustion heat. Re-using an old Teflon seal results in 200-bar combustion gas blow-by, melting the injector body and ruining the cylinder head.
Say this to the shop: How can the technician prove the injector is failed rather than the spark plug?
Ask the technician: 'Please swap the ignition coil and spark plug from the misfiring Cylinder 3 to Cylinder 1, and check if the misfire remains on Cylinder 3. Then review Long Term Fuel Trim (LTFT); if LTFT is positive (+12% to +20%) under boost, we have verified fuel delivery restriction.'
Codes de Defaut (DTC) & Protocoles de Diagnostic
Codes de defaut diagnostiques (DTC) courants déclenchés lorsque cet injecteur common rail subit une usure, des pannes de circuit ou une dérive d'étalonnage:
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.
Références croisées et compatibilité
Pièces sœurs, variantes de même plateforme et incompatibilités connues.
Protocoles Techniques de Diagnostic & Réparation
Procédures d'atelier vérifiées, seuils de test et guides d'intervention pour cet ensemble.