Honda

Direct injection gives this K24 a stronger torque curve and improved efficiency. Honda pairs it with a CVT or manual, while Acura’s TLX and ILX use an eight-speed dual-clutch transmission.

This K20 turbo is tuned for strong road-going torque in the Accord, RDX and TLX. The Accord offers 252 hp; the Acura versions deliver 272 hp with a ten-speed automatic.

The final V6 Accord keeps port injection and a timing belt while delivering 278 hp. Automatic models use cylinder deactivation; the manual coupe has its own non-VCM engine and controller calibration.

Honda’s newer 3.5L V6 changes to twin-cam cylinder heads and higher-pressure direct injection. It delivers 285 hp through a ten-speed automatic in the Pilot and the redesigned Passport.

A small engine with a broad torque band, the L15 turbo powers everything from the Civic to the Accord and CR-V. Its engine suffix, valve control and calibration change with the application.

The updated 1.5L turbo adds exhaust-side VTEC and sharper response. Ordinary 2022–2024 Civics use an updated L15B7; the Civic Si and Integra step up to the L15CA.

The FK8 combines a 306 hp turbocharged K20 with a six-speed manual and a broad 295 lb-ft torque plateau. Direct injection, exhaust-side VTEC and substantial charge cooling support its performance.

The FL5 Type R and Integra Type S share a performance-focused 2.0L turbo layout, but they do not share the same engine suffix or power rating. Both deliver 310 lb-ft through a six-speed manual.

The Accord’s J30 combines smooth six-cylinder power with a compact aluminum design. These naturally aspirated, port-injected versions use VTEC and a timing belt, with different factory ratings before and after the SAE reporting update.

The port-injected J35 powers Honda’s early trucks and V6 Accords with a compact, belt-driven SOHC design. Cylinder deactivation depends on the exact code and trim; it is not a feature of every J35.