Description

Reflash your 2006 TSX engine computer.

• Fuel, ignition timing and cam timing optimized.
• VTEC point decreased from 6000 rpm to 4850 rpm.
• Rev limit raised to 7600 rpm (AT: sport shift mode only)
• Maximum torque gain 28 ft/lbs torque at 6000 rpm (AT: 24 ft/lbs)
• Maximum power gain 32 hp at 6000 rpm (AT: 28 hp)
• Peak torque increases from 165ft/lbs at 4700 rpm to 168 ft pounds at 4700 rpm
• Peak power increases from 201 hp at 7100 rpm to 204 at 6800 rpm (up to 8hp - auto)
• Very wide flat smooth torque curve. 90% of peak torque available from 2000-7000 rpm.
• Fully dealer compatible - works with all Honda scan tools and equipment
• California emissions legal (CARB EO D-742)

This is for an ECU reflash - the ECU is not included.  Hondata does not sell direct - the reflash must be purchased from a Hondata dealer. The ECU reflash form must be sent with your ECU.

This reflash will work very well with an 06 TSX in stock form, or with headers and intake.

How do I remove my ECU and immobilizer?

The ECU is located behind plastic panels to the right of the driver's right foot and the left of the passenger's left foot. Both panels will need to be removed. You will need a Philips screwdriver and 10mm socket. Complete removal instructions are to be found on this page. Alternatively you may download and print out the TSX ECU removal pdffile (300k).

Dyno (MT)

Results for Manual Transmission 06 TSX with no modifications

• Pink Line - Stock ECU
• Blue Line - Reflashed ECU

Disclaimer. This smoothes and flattens the torque curve. You will lose the kick you had at 6000 rpm. As such it may be difficult for some people to "feel"the reflash. A before and after dyno will show the results though.

Driving Impressions

This reflash is difficult to feel because it keeps the torque delivery flat and smooth to a much higher RPM. Rather than the torque dropping 28 ft/pounds from 5000 rpm to 6000 rpm stock, the reflash keeps the torque drop to only 10ft pounds between 5000 and 7000 rpm. VTEC transition at 4850 rpm is also very smooth and hard to detect with a stock air box.

Results for Manual Transmission TSX with intake

• Green Line - Stock 06 with reflash
• Red Line - Stock 06 with reflash and cold air intake

Note the loss in torque from 2400 to 3200 rpm. Intakes such as the Comptech Icebox will not do this.

Who can use this upgrade?

Any 06 TSX K24A2 TSX with the ECU part numbers (covers all current 06 ECU part numbers) :

• RBB-A04 & A05 - 06 TSX
• RBB-A59 & A61- 06 TSX Auto

Dyno (AT)

• Solid green line - Stock ECU
• Dotted green line - Reflashed ECU

Driving Impressions

This reflash is difficult to feel because it keeps the torque delivery flat and smooth to a much higher RPM. Rather than the torque dropping 28 ft/pounds from 5000 rpm to 6000 rpm stock, the reflash keeps the torque drop to only 10ft pounds between 5000 and 7000 rpm. VTEC transition at 4850 rpm is also very smooth and hard to detect with a stock air box.

Tuning Notes

These graphs show the best of the stock Auto ECU vs the worst of the reflashed. The red line between 6500 rpm and 6900 rpm shows the correct power and torque curves. The green spike in these locations is due to the torque converter unlocking before gearshift.

The reflash shows a few ft-lbs of torque more than expected. This may be due to the fuel tank being topped up with a different variety of fuel between the tests.

VTEC and Rev limit are identical to the manual with a maximum gain of 25 ft-lbs and 28 HP at 5800 rpm. The 7600 rpm limit is only available in sportshift mode.

Overall the reflashed 06 Auto performs very well easily beating a stock (non reflashed) 04/05 manual above 5000 rpm for power and torque.

Technical

The 06 TSX has the following improvements:

Increased intake flow:

• Intake valve + 1 mm oversize
• Intake cam High lift lobe with 0.9 mm more lift and 12 degrees more duration
• Throttle body increased from 60-64mm
• Radius on some intake pipes increased from 70-80mm

Increased exhaust flow

• Exhaust Head pipe increased from 60-65mm
• Higher flow catalytic converter
• Main (single) exhaust pipe increased from 54-57mm
• Rear (twin) pipes increased in diameter from 42.5 to 45mm

Block improvements:

• Additional air passages in crankcase for reduced pumping losses

Other

• Stronger connecting rods
• New crankshaft with more counterbalance weight
• Revised pistons with more valve-piston clearance

04 TSX and 06 TSX comparison

This compares a stock 06 MT TSX with a stock 04 MT TSX. Both cars had lessthan 1000 miles at the time of the dyno. As you can see differences are mainlyat the top end on the high cam. On the high cam, the 06 generates about 15HPmore

Lets compare an 06 MT TSX with reflash to an 04 TSX with reflash, intake andheader.

- Blue line 06 TSX with reflash

- Yellow line 04 TSX with reflash, intake and header

As you can see the 06 just with the reflash is equivalent to 04 + header +intake. Thus an intake and header on the 06 will put it much further ahead ofthe 04 TSX. See abovefor an 06 MT TSX with intake.

The TSX uses adaptive knock control. This means it will listen to the knock sensor and advance or retard the timing appropriately. This is good as it means the TSX will readily adapt to higher octane fuel and add a couple of degrees ignition advance. The TSX ECU only takes 3 or 4 power runs to adapt, and is constantly relearning. Unfortunately the side effect is that successive power runs can vary by up to 4-5 ft pounds of torque due to engine noise or knocking that is inaudible to the ear. If your coolant temperatures are too hot (>195F) or the engine is hot from dyno runs, the ECU has a tendency to retard the timing.

All NA K24 engines we have tuned drop sharply in torque after 6000 rpm -even the 270hp full race engines. This is a function of the long stroke of the K24engine. The best way to change the shape of the torque curve is to improve the cylinder filling above 6000 rpm with forced induction - such as supercharging in this comparison with a supercharged K20A3 Civic

The intakes on the K series engines get very hot. They have a metal intake gasket which transfers heat from the head very quickly and are heated by hot air from sitting right behind right the radiator . Pay lots of attention to keeping everything cool and you will see results. The K24Hondata intake gasket reduces intake temps about 15-40 degrees F. Use a cold air intake where possible.

Testimonials

Feedback from 04 TSX owners

Video comparison between a stock 04 TSX and Reflashed 04 TSX. The difference will be greater between a stock and reflashed 06 MT TSX.

Review from the Temple of VTEC

Tsx536: I took it to redline about 20-30 times and all I can say is WOW! You can definitely notice the difference! The car just drives differently.It's much smoother and responsive. The car pulls a little harder from 2k-3k andmuch harder from 3K-7K than it did before! The extra power up high in the RPMrange can definitely be felt! It feels like you can take off and pick up speedmuch faster than before. Hondata was exactly what I was looking for! I wouldrecommend it to any other TSX, especially any with a 5AT with cold air intake.I now consider the Hondata the official #1 best bang for the buck mod.

drkangel348: All I have to say about the Hondata reflash is that itmakes the car into a different monster... It pulls so much harder now!! Its acomplete different car, I'm loving it... Right now I only have the Injen CAIbut I plan to install Comptech Headers and Exhaust soon... . But yeah Hondatashould be the first mod for your TSX! It totally changes the attitude andperformance of the car. My car is so much more responsive now, THANKSHONDATA!

vwong: When I got on the freeway, I was merging in and I was at 3rdgear around 5k rpm. I floored it to see what it was like at higher rpm. Oh mygod......holly shit!!! What a difference!!! The throttle response is likeinstant. The car hauled ass from 5k rpm all the way to 7600 rpm. Before thereflash, I could tell that the car was a bit sluggish if I were to do the samething. But after the reflash, the torque is readily available starting at 4500rpm. I'm very impressed. Hondata did a good job giving us more "punch". I candefinitely feel the difference. Keep in mind that my car is bone stock (enginewise). I highly recommend the Hondata reflash. So if anyone is still thinkingabout it, DON'T. GET THE HONDATA REFLASH NOW!!!

Reflash FAQ

Some 2002 onwaards and all 2006 onwards ECUs are flash programmable. The ECU can be repeatedly reprogrammed without removing or replacing and internal components.

How do you get your ECU reflashed?

• Fill out this form
• Contact your dealer. All sales are made through Hondata dealers.
• Your dealer or you will need to remove and send your ECU, immobilizer and key to Hondata.

Do I need to send the key & immobilizer?

Only for 2002-2006 RSX and 2002-2005 Civic Si reflashes. All other reflashes do not need to send a key or immobilizer. Flashing the ECU does not in any way alter the immobilizer operation.

How long does it take?

The ECU will be reprogrammed and shipped out the same day it is received. Shipping in the continental USA is FEDEX next day.

Will this affect the fuel economy?

Assuming you drive the vehicle in the same way, no. Fueling at cruise is the same as stock.

Will this affect the engine life?

Provided your engine is maintained correctly this modification should not affect the engine's life.

Will this affect the warranty?

It should not.

Federal law sets forth requirements for warranties and contains a number of provisions to prevent vehicle manufacturers, dealers and others from unjustly denying warranty coverage. With regard to aftermarket parts, the gist of the law is that warranty coverage cannot be denied simply because such parts are present on the vehicle, or have been used. (see Federal Warranty Laws for details). The warranty coverage can be denied only if the aftermarket part caused the malfunction or damage for which warranty coverage is sought.

If a dealership denies warranty coverage (more details here) , they should be willing to do so in writing. Have the dealer describe the failure which is causing your problem AND how the dealer believes the aftermarket product installed is responsible for the problem. Keep an accurate log of all contacts and correspondence in addressing the warranty denial. Hondata will provide any technical information the dealership requires.

With any increase in rev limit there is an increased risk of valve damage. To minimize your risk use the Hondata program with the stock rev limit. All reports of valve damage we have heard have been as a result of miss-shift. The Type S valve springs are good. We have tested a Type S with an 8900 rev limit in a press test vehicle for several months with no problems.

Will any settings be lost?

Your ECU will lose some idle settings and fuel trim when it is unplugged. It will relearn idle automatically if you leave it idling for 10 minutes. As you drive the car it will relearn fuel trim values in a matter of minutes.

Can a Honda/Acura dealer erase this program?

Only if another Honda/Acura update is released could a dealer erase your existing program. If Honda/Acura comes out with an upgrade you are not obliged to have it installed. If you do not wish to have the dealer program installed there is a wire you can disconnect or cut, to prevent reprogramming. The charge for restoring an erased program is $75 (cashiers check or money order) shipping included.  You can also remove pin 7 from the OBD2 port to keep the dealer from reflashing your ecu (DO NOT CUT THIS WIRE).

What about bolt ons?

Most programs have been tested to work well with a variety of intakes and exhausts. No retuning is necessary after an intake is added.  Some programs as tuned specifically for an intake or exhaust, and if so, will mention this in the reflash notes.

If you currently run nitrous, these programs will probably not be suitable due to the ignition advance used. If you want to use nitrous and this program now, you must install a nitrous system that retards ignition.

What about turbo-charging and super-charging?

Use the K-Pro or FlashPro.

What octane is recommended?

For high compression engines (K20A2, K20Z1, K20Z3, K24Z7) 91 octane fuel or better is recommended.  For all other engines there are gains from using higher octant fuel, as the ECU will automatically advance the ignition timing if no knock is detected.

TSX ECU Removal

These instructions document the removal of the TSX ECU, and immobiliser for reflashing by Hondata. The TSX ECU is located between the driver's and passenger's footwell.

Tools needed: Screwdriver, ratchet and 10mm socket.

By the drivers right foot there is a triangular plastic panel. Hold the outer plastic ring with one hand and turn the center plastic Philips screw 1/8^th of a turn counterclockwise with the other. The plastic Philips screw should then be easily pulled straight out.

From the top section of the triangular panel, remove the metal Philips screw.

The panel is secured by three spring clip fittings located as shown here.

Pull the plastic panel out.

Pull back the carpet and undo the left 10mm bolt holding in the ECU.

Repeat for the right hand triangular kick panel.

It is secured by only one plastic Philips screw.

The three spring clip fittings are located here as shown.

Unclip the 4 ECU connectors. The clip to depress is located on the top middle of each of the 4 ECU connectors.

Unbolt the second of the two 10mm bolts securing the ECU.

Slide the ECU out. It is quite a tight fit.

Insert the ignition key and turn the steering wheel to the left by about 45 degrees. Depress the top plastic in at the centre by about 3mm. This is to clear a clip located on the bottom piece of plastic. There are three clips on the left hand side. And three on the right.

Rotate the steering wheel to the right and repeat.

The location and structure of the three right hand clips from outside.

And from inside.

Remove the three screws holding the bottom piece of steering column cover on.

Lower the bottom steering wheel adjustment arm. You will need to move the steering column in and out as well as up and down to remove the lower piece of plastic.

The immobilizer transceiver is the circular plastic ring closest to the head of the ignition key. It is held on by two screws.

Make sure you have an unworn correctly sized Philips screwdriver as you do not want to burr the heads on these screws.

The three items needed to be sent are one key, the immobilizer and the ECU.

Transfer these serial numbers onto the reflash form and send to your dealer.

Specification