Performance Parts for 2014 Honda Accord
Aftermarket performance parts are designed, tested, and manufactured to higher tolerances and are required to meet higher performance parameters compared to their OEM counterparts. The difference between placing first or second in a race, or finishing at all, depends largely upon the performance of these "performance" parts. PRO Import Tuners is all about results. The quality of performance-enhancing parts will make or break the race for every team. This is the reason why PRO Import Tuners offers only the fully tested and highly popular performance parts for the Honda Accord . PRO Import Tuners ensures that the customer doesn't do the product testing during the race. Customers can expect our performance parts for the Honda Accord to work, and meet or exceed their stated performance limits, thus increasing the probability of a top place finish for every race.
Check out the performance parts available for your Honda Accord:
Performance Parts for Honda Accord Summary:
The Honda Accord is one of the mainstays of the family car models. Its roomy interior and enhanced safety features have made it one of the top selling medium-sized family cars. Not surprisingly, modifications aimed at increasing the speed and maneuverability of this car have gained a wide following as these modifications take advantage of the Accord's best features. The Honda Accord responds readily to tuner modifications and additions. The well-built engine can withstand turbochargers and NOS systems easily. Decreasing the weight or increasing the available torque and horsepower have become standard mods that make use of lighter and higher-strength performance parts for the Honda Accord.
Turning the Accord family sedan into a high-revving and tight-turning competition car has been made possible by the availability of performance-specific parts for the Honda Accord from various specialty parts manufacturers. But not all aftermarket parts are made equal, which is why we at PRO Import Tuners have taken great lengths to evaluate and confirm the individual qualities of the commonly available performance parts for the Honda Accord . PRO Import Tuners has selected the best performance parts for the Honda Accord , from 60+ worldwide manufacturers, that meet our stringent standards of product quality and reliability. PRO Import Tuners pays attention to the minutest details to make sure that our customers get nothing less than the authentic and original aftermarket parts that perform as specified. When it comes to performance parts for the Honda Accord , we at PRO Import Tuners share the same passion for ingenuous design and superior quality.
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2014 Honda Accord Sport
Konig Oversteer 19x8.5 +45 | Goodyear Eagle F1 Asymmetric 2 235/40 | Tein Coilovers
Do 19x8.5 +45 wheels on 235/40 tires fit on a 2014 Honda Accord FWD with Tein Coilovers?
Yes they do! This 2014 Honda Accord FWD is running Konig Oversteer 19x8.5 wheels, Goodyear Eagle F1 Asymmetric 2 235/40 tires with Tein Coilovers suspension, and needs No Modification and has No rubbing or scrubbing. As you can see from the pics this wheel and tire combo can be done!** With this 2014 Honda Accord, the stance is Flush. Also remember spacers impact fitment, this ride is running None in front and None in rear.
** We always recommend finding a couple vehicles that have achieved this fitment, as this information is solely based on the owner of this vehicle. Although we review every gallery page, there are so many variables we cannot verify every fitment is possible or accurate. However, if all the other kids are doing it, IT MUST FIT!!
All gallery pages & information are added by the owners, or representatives of the owners of the vehicles. Custom Offsets LLC is not responsible or liable for the information posted on this site. Use at your own risk & always find multiple sources to confirm your wheel, tire, & suspension kit buying decision. 166 views.
How We Would Build Our 2014 Honda Accord
Because we live fast-paced and vicarious lives, we found ourselves enjoying the 30% humidity and low 70s temperature of this beautiful May morning by going over the year-to-date financial accounting of Honda’s U.S. sales in our air-conditioned office.
This reverie, however, inspired a thought: seeing that the Accord is Honda’s best-selling model, we wondered: What are some of the best configurations of the Accord? Just as a bit of fun, we thought that we would parse out which Accord we would buy for our personal use, as a way to illustrate various aspects of the Accord that we might know about.
The Accord has four options: Coupe, Sedan, Hybrid or Plug-In. We currently drive a convertible, so it would be nice to have a backseat, which eliminates the Coupe. The Plug-In has a 105 MPGe highway rating, but the regular Hybrid is a few grand less, so that would be our choice. But then the base Sedan starts at $21k, so let’s do that.
From LX to Touring, there are eight options. The good news is that the bottom-rung LX comes with a ton of cool features: eco assist, hill start assist, traction control, dual zone climate control, 8-inch high-res screen, etc.
We’ll keep things sedan by choosing Sport which is one level above LX. It gets us everything on the LX (and believe us, there’s a lot on that list we left out because it would be a huge block of text), plus 18-inch wheels, leather steering wheel and chrome exhaust, to name a few. We’d also choose the six-speed manual transmission because it’s more fun.
On the interior, we’d go with all-season floor mats because we’re pragmatists. Cargo net keeps groceries from rolling in the trunk (we like to drive). Back-up sensors will save countless mailboxes, toys, and bicycles from eating into our underbelly. Auto-dimming mirror will keep headlights from headaches during a red-light at night; seriously, trying to block out an 18-wheeler’s headlamps is no fun and this isn’t Estonia.
That’s how we would do ours. The good news is that you can do this, too! Make an appointment or stop by Leith Honda, and we’d be happy to spec out a car with you. It’d be even easier because we have samples and examples right in our showroom so that you can really see and feel what they’re like. Computers and pixels are fine, but it’s nice to see things in person. Who knows, we might even have what you’re looking for already equipped.
We hope this was a fun and illuminating read for you. Let us know on Twitter or Facebook if it was!
How to Modify a Honda Accord
When it comes to modifying cars, a Honda Accord is a great car to use. No matter what the model year, there are thousands of aftermarket parts available for Honda Accords. From wild and crazy accessories that stand out in a crowded car show to simple choices that help with the ride quality, multiple choices exist for Accord modification. Follow these steps to modify a Honda Accord and make your car look, drive and feel better.
Add performance to your Honda Accord by replacing the stock air intake with an aftermarket cold air intake. Replace the stock exhaust with an aftermarket exhaust system. These are both easy to do and can add horsepower and looks. Price range depends on the exact product.
Replace the original wheels and tires with a set of aftermarket rims and tires. Choose a slightly larger diameter rim than the original, but go with a shorter sidewall tire. An aftermarket set of rims and tires fit on the Accord just as well as the original set, but punches up the car's look.
Paint the Accord or add graphics to the original paint to show off a unique style. A full color change is the most expensive way to modify the exterior. Add vinyl graphics to the original paint job for a much smaller price. A bonus when using vinyl graphics is that the graphics are easily removed without damaging the vehicle's paint job.
Modify the interior of your Honda Accord by adding or changing color. Reupholster the seats or add seat covers for a new look and better feel. Paint the dash, door panels and other plastic areas with automotive spray paint found in parts stores. This is the biggest way to make a difference inside your Accord. You can also upgrade the stereo system and include television monitors and new or larger speakers.
Swap out the original springs under the Accord with performance, race or adjustable springs. Each type has a different ride quality. Adjustable springs are more expensive, but allow you do adjust the ride height of your Honda Accord lower to the ground or slightly above stock height.
- Check your local laws to make sure your modifications are street legal and meet all codes.
Since 1997 Jenny Carver has served as editor and freelance writer for many offline and online publications including lovetoknow.com, autotropolis.com, "Hoof Beat News," "Import Tuner" and others. Carver owns a custom automotive shop where she has been doing paint and body work, custom interior work and engine building for over 11 years.
More ArticlesSours: https://itstillruns.com/modify-honda-accord-7273622.html
Honda modified accord 2014
2014 Honda Accord EX-L V-6 - What About the Performance Package?
Miles To Date: 18,094Honda Accord Full Overview
Throughout our time with the 2014 Honda Accord coupe, we've wished for a bit more suspension damping and better tires. As it happens, Honda offers both those things in the form of the 2014 Honda Accord HFP. HFP, or Honda Factory Performance, denotes a dealer-installed sport package for the Accord V-6. It includes larger 19-inch wheels shod in Michelin Super Sport summer tires, stiffer dampers and lowering springs, and a host of visual modifications. We asked Honda to send us one to compare with our Four Seasons Accord.
The HFP package hasn't slammed the Accord to the point of uselessness or made the ride Nissan GT-R uncomfortable.
We couldn't have asked for a closer comparison. The Honda Accord HFP we received is the Ashley to our Mary-Kate, wearing the same paint and featuring identical interior equipment. That made it very easy to spot the visual modifications: polished 19-inch wheels, body extensions, and a small decklid spoiler. The new springs lower the ride by 0.6 inches. Oh, and the floormats are red. Some staffers thought this was all rather, shall we say, Pontiac-like. "The body kit and red floormats are silly and a waste of money," said associate Web editor Jake Holmes. Others welcomed the dress-up as further distancing the Accord coupe from the ubiquitous sedan. "Parked side-by-side with the Four Seasons Honda Accord, the HFP variant does look a lot cooler," said deputy editor Joe DeMatio.
The suspension modifications don't transform the way the Accord drives but they tame some of its bad behavior. It no longer flops through turns, and it corners at higher speeds before giving way to understeer. The modifications inevitably exact a penalty in ride quality, but most of us found the trade-off acceptable. "The HFP package hasn't slammed the Accord to the point of uselessness or made the ride Nissan GT-R uncomfortable," said Holmes. This Accord also feels faster than ours in a straight line, even though it receives no engine modifications, because the sticky Michelins are actually able to translate the horsepower into acceleration, rather than wheelspin. You'll still need to keep a firm hand on the tiller, since, as DeMatio noted, "there's torque steer for days."
Unfortunately, that's the most involvement you'll feel through the wheel. The adjectives we've used to describe the steering feel on our Four Seasons Accord -- "overboosted," "vague," "terrible" -- apply in equal measure to the HFP Accord.
Overall, we like some of the elements of the Accord HFP but had hoped for more comprehensive fixes from a package that, at $4620 before installation, would raise the price of our car to an eye-watering $37,810. Perhaps we need to accept that our Four Seasons 2014 Honda Accord Coupe, despite its powerful engine and sweet-shifting manual, is simply not a sports car.
On the plus side, driving the fresh HFP highlighted how well our Four Seasons Accord has held up. The long-termer feels nearly as tight and as quiet as the HFP despite having more than 17,500 miles on the odometer. Our Honda dealer recently performed a routine oil change and brake inspection. We also asked the dealer to look at the brakes, which some editors said were chattering during high-speed stops. The service reps said they were unable to replicate.
- Body style 2-door coupe
- Accommodation 5-passenger
- Construction Steel unibody
- Base price (with dest. ) $31,415
- As tested $33,190
- Engine 24-valve SOHC V-6
- Displacement 3.5 liters (212 cu in)
- Power 278 hp @ 6200 rpm
- Torque 252 lb-ft @ 4900 rpm
- Transmission 6-speed manual
- Drive Front-wheel
- EPA Fuel Economy 18/28/22 (city/hwy/combined)
- Steering Electrically assisted
- Lock-to-lock 2.5 turns
- Turning circle 39.0 ft
- Suspension, Front Strut-type, coil springs
- Suspension, Rear Multilink, coil springs
- Brakes F/R Vented discs/discs
- Wheels 18-inch aluminum
- Tires Michelin Primacy MXM4
- Tire size 235/45R-18 94V
- Headroom F/R 37.2/37.2 in
- Legroom F/R 42.2/33.7 in
- Shoulder room F/R 58.9/55.1 in
- Wheelbase 107.3 in
- Track F/R 62.4/62.4 in
- L x W x H 189.2 x 72.8 x 56.5 in
- Passenger capacity 93.1 cu-ft
- Cargo capacity 13.4 cu-ft
- Weight 3400 lb
- Weight dist. F/R N/A
- Fuel capacity 17.2 gal
- Est. fuel range 370 miles
- Fuel grade 87 octane (regular unleaded)
- 10-way power driver's seat
- LED DRLs
- Chrome exhaust tips
- 18-inch aluminum wheels
- Paddle shifters
- Leather-trimmed seats and steering wheel
- Rearview camera
- 7-speaker audio system
- SiriusXM satellite radio w/3-month trial subscription
- Keyless entry and ignition
- Automatic dual-zone climate control
- Heated front seats
- Cruise control
- Tilt-and-telescopic steering column
- Auxiliary audio jack
- USB port
- Power sunroof
- Automatic headlights
- Heated exterior mirrors
- Rear spoiler
- Navigation package
- Steering wheel-mounted controls
- Song by voice
- 16GB audio hard drive
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Despite recent adoptions of 2.0-liter turbo fours as the top-spec engine for the Hyundai Sonata, Ford Fusion, and Chevrolet Malibu—the idea being to combine maximum hustle and ostensibly improved economy—Honda’s venerable 3.5-liter V-6 remains as the upgrade engine in the new 2013 Accord. Although the mid-size sedan’s official fuel-economy ratings do get a bump over last year’s figures, the modest updates to the V-6 combined with the tidier package of the new Accord result in one of the quickest front-wheel-drive four-doors we’ve ever tested.
As in the previous-gen Accord, the single-overhead-cam V-6 displaces 3471 cc and features port fuel injection, cylinder deactivation, and i-VTEC variable valve timing. Notable changes for 2013 include lighter components, revised heads, reduced-friction internals, and updated electronic controls. Horsepower rises modestly from 271 to 278, and although torque drops 2 lb-ft to 252, the grunt is spread over a wider power band, improving drivability.
HIGHS: Gutsy V-6, refined manners, cleaner styling, more comfortable interior.
Honda’s Variable Cylinder Management (VCM) is standard on V-6 sedans and now also works over a wider range of engine loads to improve efficiency; when it’s active, it silences three cylinders. (The previous version could deactivate two or three cylinders.) EPA city/highway ratings increase from 20/30 mpg to 21/34; we averaged 23, due to a heavier-than-usual helping of lead feet. In less-frenetic driving, the car might improve on the 27-mpg average of our most recent Accord V-6 test subject.
Honda’s six-speed automatic transmission finally migrates for 2013 from the Odyssey and various Acuras to V-6 Accords, replacing the old five-speed, and now includes a sport mode that holds gears longer and delivers responsive downshifts. (The V-6 with six-speed manual combo remains exclusive to the coupe.) With less weight to haul around—3552 pounds versus 3607 for the last V-6 sedan we tested—our Touring example sprinted to 60 mph in 5.6 seconds and tripped the quarter-mile lights in 14.1 seconds at 101 mph. Those figures put it solidly ahead of all its competitors and into sports-sedan territory; the Accord ties our long-term, six-speed-manual BMW 328i to 60 and trumps that car in the quarter by 0.2 second and 1 mph.
Comfort and Control
Despite wearing Michelin Pilot HX MXM4 all-season rubber on 17-inch wheels, the Accord V-6 was entertaining around our 10Best handling loop near C/D HQ. The steering is light and responsive, and the engine is willing to put up a fight with the traction control exiting a tight bend. Heavy throttle stabs in low gears initiate torque steer, but more weight up front helps keep the steering-wheel tug well below that exhibited by hot hatches such as the Mini Cooper S and Ford Focus ST. The extra pounds over the front axle extract a price, however small, as this V-6 car feels slightly less agile and balanced than the lighter four-cylinder Accord. It nevertheless still feels highly composed, and with the six-pot, has sufficient power to make on-ramp blasts a hoot. Compared with last year’s V-6 model, maximum skidpad grip increases from 0.79 g to 0.82, and a 178-foot stop from 70 mph is 12 feet shorter than before.
LOWS: No manual available with V-6, awkward center stack.
As with all new-gen Accords, the V-6 sedan delivers smooth shifts, an excellent balance of ride and body control, and good isolation from the road. The VCM system kicks in frequently when cruising, but active engine mounts and a noise-cancellation system make it nearly impossible to detect that three cylinders are snoozing.
The new Accord looks familiar, yes, but the styling is cleaner and less fussy. Inside, the materials are much nicer, and the designers appear to have paid more attention to detail and usability. Bilevel displays in the center stack break up the audio and navigation data and take some getting used to, but there are approximately a billion fewer buttons than before. The front seats are more comfortable, thankfully eschewing the permanent lumbar support that made so many of us hate the previous car’s thrones. Rear-seat space is again vast; six-footers have plenty of room. Outward visibility is great, and the LaneWatch blind-spot camera in the right exterior mirror is a clever and useful feature; it displays a live readout on the main screen when a button on the turn-signal stalk is depressed. It can also be set to come on automatically whenever the right blinker is activated.
Although the Accord four-cylinder sedan and coupe made our 10Best list last year, the V-6 models weren’t included; we felt fresher competitors, such as the six-cylinder Volkswagen Passat, delivered a superior premium family-car experience. With this ninth-generation Accord, though, the V-6 serves up the kind of refinement and driving enjoyment we expect to see from the class benchmarks.
Quick but Not Wise
Pricing begins at $22,470 for a base LX four-cylinder model with the six-speed manual. V-6 Accord sedans start with the leather-clad EX-L at $30,860 and go up to the $34,220 Touring model tested here. A new-for-2013 trim, the Touring adds LED headlights and adaptive cruise control to the $32,860 Accord EX-L with navigation, and its standard kit includes the LaneWatch camera, 17-inch wheels, a cocoon of airbags, lane-departure and forward-collision warning, stability control, heated front seats, a rearview camera, and a power sunroof.
The well-appointed Accord V-6 Touring is quick and relatively luxurious and delivers the well-sorted feel we expect from a Honda approaching Acura price levels. The throaty V-6 sounds great compared with the competition’s hissing turbo fours, but practical shoppers might better appreciate the comparably equipped EX-L four-cylinder that is better balanced, less thirsty, and costs less. And we really like the four-cylinder Sport model and its available six-speed manual. But we—and those sensible folks—would be left in the V-6’s wake.
2013 Honda Accord V-6
front-engine, front-wheel-drive, 5-passenger, 4-door sedan
PRICE AS TESTED
$34,220 (base price: $30,860)
SOHC 24-valve V-6, aluminum block and heads, port fuel injection
212 in3, 3471 cm3
278 hp @ 6200 rpm
252 lb-ft @ 4900 rpm
6-speed automatic with manual shifting mode
Wheelbase: 109.13 in
Length: 191.4 in
Width: 72.8 in
Height: 57.7 in
Curb weight: 3552 lb
C/D TEST RESULTS
Zero to 60 mph: 5.6 sec
Zero to 100 mph: 13.9 sec
Zero to 120 mph: 21.2 sec
Rolling start, 5-60 mph: 5.9 sec
Top gear, 30-50 mph: 3.3 sec
Top gear, 50-70 mph: 4.1 sec
Standing ¼-mile: 14.1 sec @ 101 mph
Top speed (governor limited): 125 mph
Braking, 70-0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.82 g
EPA city/highway driving: 21/34 mpg
C/D observed: 23 mpg
c/d testing explained
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