Hybrid E-CVT Transmission Assembly for 2018-2019 Honda Accord

A quick look at your own vehicle makes sure the right transmission shows up:

• Confirm that the 6th digit of your VIN is 3 to verify your vehicle is a Hybrid model equipped with the 2.0L naturally aspirated engine.
• Locate the barcode label on the top of your transmission case (near the battery tray) and verify it displays the code MD3E.
• Confirm you have a qualified shop willing to install a high-voltage hybrid transmission.

What the install really takes — plan and budget with confidence:

Special tools this job needs:

• High-voltage insulated gloves (Class 0, rated for 1000V)
• Insulated hand tools
• Vehicle lift
• Transmission jack
• Advanced diagnostic scan tool capable of performing hybrid system diagnostics and bleeding the inverter coolant loop

Budget for these consumables at install:

• Honda Genuine ATF DW-1 (Do NOT use Honda HCF-2 CVT fluid)
• New drain plug crush washer (18mm, Part #90471-PX4-000)
• Honda Type 2 Long Life Antifreeze/Coolant (for the hybrid inverter/transmission cooling loop)
• Left and right CV axle seals

What your vehicle’s computers will need after the swap:

What’s involved: TCM/Hybrid System Adaptive Relearn and Motor Calibration

After replacing the e-CVT, a dealer-level scan tool (such as Honda i-HDS) is required to clear any stored hybrid system codes, initialize the new traction motor resolver positions, perform a clutch engagement calibration/relearn, and ensure the hybrid control unit recognizes the new electric motor resolvers.

Pro tips for a smooth first start-up — hand them to whoever does the install:

• High-Voltage Safety: You must pull the high-voltage service plug (located under the rear seat) and wait at least 10 minutes for the high-voltage capacitors to discharge before touching any orange cables. Failure to do so can result in fatal electrical shock.
• The CVT Fluid Trap: Many DIYers and general repair shops see e-CVT on the spec sheet and automatically pour in Honda HCF-2 CVT fluid. Doing so will quickly ruin the wet multi-plate clutch and the electric motor insulation. You must use Honda Genuine ATF DW-1.
• Inverter Coolant Bleeding: The e-CVT is cooled by the hybrid system's dedicated coolant loop. When replacing the unit, this loop is opened. You must refill it with Honda Type 2 Blue Coolant and perform the electronic bleeding procedure using a scan tool to run the electric water pump. Air pockets in this system will cause the inverter/motors to overheat and shut down.
• Resolver Alignment / Calibration: The electric motors inside the transmission rely on resolver sensors to detect rotor position. If the resolver calibration is not performed via scan tool post-install, the vehicle may refuse to enter Ready mode or may experience severe shuddering.
• Alignment Dowels: Check the engine block and the new transmission case. If the hollow alignment dowel pins are stuck on both (or missing from both), the transmission will not mate correctly or will misalign, causing severe damage.

Easy to get right once you know them:

• Ordering for the Wrong Engine/Year: Buying this unit for a 1.5T or 2.0T standard Accord. It will not bolt up, the electronics are completely different, and it lacks a traditional gearset. This unit ONLY fits the 2.0L Naturally Aspirated Hybrid.
• Using the Wrong Fluid: Buyers see CVT and automatically pour in Honda HCF-2 fluid (which is used in the 1.5T Accord). This is a common mistake and will ruin the hybrid transmission. You must use ATF DW-1.
• Ignoring the Hybrid Bleed Procedure: DIYers often fill the hybrid coolant reservoir and assume it will bleed itself. It won't. The electric pump must be activated via a scan tool to purge air pockets.
• Neglecting the High-Voltage Disconnect: DIYers attempting this swap without proper high-voltage training or tools risk severe injury or damaging the car's expensive Power Control Unit (PCU).
• Assuming Any Shop Can Do It: Many independent shops refuse to touch high-voltage systems due to liability and lack of insulated tooling. Make sure your installer is hybrid-certified before ordering.

Not issues with the units on this page — the manufacturer documented these for every transmission of this family, wherever you buy one. Handy for your installer: