1.5T PRL Motorsports Civic X 1.5T Product Development

[firelu21]

Looks good fit good no cel made the YouTube version of a non- fouler can't wait to get to the dyno later this month

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[maddmatt02]

I believe that @VitViper had tested the PRL Downpipe with the regular 1.5T EX-T, and determined that the gains would be very impressive, but that he was limited at the time by the electronic waste gate. Since he has since indicated that the new 2017 SI does not employ this boost target dampening below a certain speed (40 mph?), I was wondering how strong the effect on a 2017 SI would be?

I'm pretty sure he didn't get any worthwhile gains on his higher octane fuel. On pump (I think he even ran 87 for the second round of testing) he got pretty good results. I don't think he was limited by the WG as far as power levels or anything went, just initial spool time.

 

[davemarco]

I'm pretty sure he didn't get any worthwhile gains on his higher octane fuel. On pump (I think he even ran 87 for the second round of testing) he got pretty good results. I don't think he was limited by the WG as far as power levels or anything went, just initial spool time.

Spool time improvements sound awesome to me. I'm an American, I want it all and I want it now.

 

[CIVICMAN80]

Looks good fit good no cel made the YouTube version of a non- fouler can't wait to get to the dyno later this month

Let me know if the CEL stays off if you don't mind. Really want to get one but don't want to drive a 1000 mile car with a CEL on already. Sometimes it takes a day or two to come on is what I hear.

 

[NeoDragons]

Let me know if the CEL stays off if you don't mind. Really want to get one but don't want to drive a 1000 mile car with a CEL on already. Sometimes it takes a day or two to come on is what I hear.

Im 50 miles short of reaching 1k miles with my catted DP with no CEL. still going strong.

 

[PRL Motorsports]

Will you guys be making a Short Ram Version for the SI

since im in Canada..Cold air wont fit

We will look into tackling this once our CAI is finalized!

I believe that @VitViper had tested the PRL Downpipe with the regular 1.5T EX-T, and determined that the gains would be very impressive, but that he was limited at the time by the electronic waste gate. Since he has since indicated that the new 2017 SI does not employ this boost target dampening below a certain speed (40 mph?), I was wondering how strong the effect on a 2017 SI would be?

I'm pretty sure he didn't get any worthwhile gains on his higher octane fuel. On pump (I think he even ran 87 for the second round of testing) he got pretty good results. I don't think he was limited by the WG as far as power levels or anything went, just initial spool time.

These cars will see noticeable increases in power everywhere by simply bolting the downpipe/front pipe combo. However, what Vit was getting at was the fact that tuners can manipulate spool via KTuner with/without the downpipe/frontpipe combo in the ecu due to the fact these cars are equipped with an electronic wastegate. The fact that the car wants instantly wants to make these gains without a tune is a clear sign of the improved efficiency. Our claimed gains and Vit's pump gas gains are very impressive. Vit's "secret sauce" fuel is "secret" formula that 99% of people will never use.

Looks good fit good no cel made the YouTube version of a non- fouler can't wait to get to the dyno later this month

Awesome, thanks for your feedback!

Spool time improvements sound awesome to me. I'm an American, I want it all and I want it now.

Best response yet!

 

[firelu21]

After this run my check light came on. But it still runs fine

 

[IcyRyce]

Anyone willing to share there sound clips of your Catted and Catless down pipes? I'm just debating buying either the Catted or Catless, I want the catless version but I don't know how bad the interior drone is.
Thanks!

 

[dc2turbo]

Anyone willing to share there sound clips of your Catted and Catless down pipes? I'm just debating buying either the Catted or Catless, I want the catless version but I don't know how bad the interior drone is.
Thanks!

theres no drone or sound difference

 

[NeoDragons]

After this run my check light came on. But it still runs fine

you still driving around with a CEL?

 

[firelu21]

you still driving around with a CEL?

Yes

 

[NeoDragons]

Yes

try pulling out the battery out for 10 mins, reconnect, cel should be clear. let it idle for a bit then drive it around.

 

[PRL Motorsports]

FMIC Friday? Finally we have some dyno testing and data for you guys!

Here is an overall comparison from what we have gathered thus far with our 2017 Civic Si in terms of gains. We chose the dyno runs to compare because these are all 4th gear pulls with identical coolant temps and knock values (~55%). All of these pulls are untuned and using the factory Honda ECU mapping.

• 100% Stock Civic Si Baseline: 186 hp & 215 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake: 191 hp & 216 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake + Catted DP/FP Combo: 207 hp & 221 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake + Catted DP/FP Combo + FMIC Kit: 216 hp & 224 ft/lbs tq

In other words we gained 9 hp and 3 ft/lbs tq by simply bolting on our FMIC kit in comparison to the factory intercooler setup.

Before anyone says it, we already know somebody is going to say, "OMG that's it?" Let's take a bigger look at this.

Here are three back-to-back (all runs within 2 minutes of each other) 4th gear dyno pulls with the stock intercooler, our Stage 1 Intake and catted downpipe/front pipe combo. As stated in an earlier thread, this car HATES 4th Gear dyno pulls from the factory. Notice the power loss from heatsoak during these back-to-back dyno pulls. This heatsoak only gets worse on hotter days or during even more extreme conditions like extended spirited driving and racing.

Run 6:

• Knock Value 55%
• Coolant Temp: 178 F Start / 189 F End
• IAT Pre IC: 99 F Start / 100 F End
• IAT Post IC: 99 F Start / 124 F End

Run 7:

• Knock Value 55%
• Coolant Temp: 190 F Start / 212 F End
• IAT Pre IC: 102 F Start / 102 F End
• IAT Post IC: 115 F Start / 138 F End

Run 8:

• Knock Value 55%
• Coolant Temp: 200 F Start / 228 F End
• IAT Pre IC: 107 F Start / 108 F End
• IAT Post IC: 126 F Start / 156 F End

Here are three back-to-back (all runs within 2 minutes of each other) 4th gear pulls of the same car, but with our FMIC kit added. The car responded MUCH better to repeated abuse and testing; heatsoak was drastically reduced.

Run 6:

• Knock Value 55%
• Coolant Temp: 181 F Start / 201 F End
• IAT Pre IC: 96 F Start / 96 F End
• IAT Post IC: 90 F Start / 99 F End

Run 7:

• Knock Value 55%
• Coolant Temp: 196 F Start / 217 F End
• IAT Pre IC: 100 F Start / 102 F End
• IAT Post IC: 95 F Start / 104 F End

Run 8:

• Knock Value 55%
• Coolant Temp: 199 F Start / 218 F End
• IAT Pre IC: 105 F Start / 99 F End
• IAT Post IC: 96 F Start / 106 F End

All dyno testing was performed on the same day. We saw as much as a 50 degree drop or an average of 36 degrees in post intercooler intake air temps on stock ECU mapping by simply swapping out intercooler setups. These results will only be amplified when running more boost via ECU tuning. More boost out of a tiny turbocharger = higher temps. Higher temps = increased chances of knock/detonation, thus limiting power and reliability.

Though the power gains may seem minimal on a stock or near stock car running factory boost levels, gains become much greater when turning the boost up and pushing things to the max. Aftermarket intercoolers are intended to reduce post intercooler intake air temps as much as possible to make the engine and forced induction system as efficient as possible, thus drastically improving engine/component longevity. We expect our Cobra CAI system to compliment this FMIC quite well in an effort to reduce intake air temps even more!

 

[dallasjhawk]

FMIC Friday? Finally we have some dyno testing and data for you guys!

Here is an overall comparison from what we have gathered thus far with our 2017 Civic Si in terms of gains. We chose the dyno runs to compare because these are all 4th gear pulls with identical coolant temps and knock values (~55%). All of these pulls are untuned and using the factory Honda ECU mapping.

• 100% Stock Civic Si Baseline: 186 hp & 215 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake: 191 hp & 216 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake + Catted DP/FP Combo: 207 hp & 221 ft/lbs tq
• 100% Stock Civic Si + Stage 1 Intake + Catted DP/FP Combo + FMIC Kit: 216 hp & 224 ft/lbs tq

In other words we gained 9 hp and 3 ft/lbs tq by simply bolting on our FMIC kit in comparison to the factory intercooler setup.

Before anyone says it, we already know somebody is going to say, "OMG that's it?" Let's take a bigger look at this.

Here are three back-to-back (all runs within 2 minutes of each other) 4th gear dyno pulls with the stock intercooler, our Stage 1 Intake and catted downpipe/front pipe combo. As stated in an earlier thread, this car HATES 4th Gear dyno pulls from the factory. Notice the power loss from heatsoak during these back-to-back dyno pulls. This heatsoak only gets worse on hotter days or during even more extreme conditions like extended spirited driving and racing.

Run 6:

• Knock Value 55%
• Coolant Temp: 178 F Start / 189 F End
• IAT Pre IC: 99 F Start / 100 F End
• IAT Post IC: 99 F Start / 124 F End

Run 7:

• Knock Value 55%
• Coolant Temp: 190 F Start / 212 F End
• IAT Pre IC: 102 F Start / 102 F End
• IAT Post IC: 115 F Start / 138 F End

Run 8:

• Knock Value 55%
• Coolant Temp: 200 F Start / 228 F End
• IAT Pre IC: 107 F Start / 108 F End
• IAT Post IC: 126 F Start / 156 F End

Here are three back-to-back (all runs within 2 minutes of each other) 4th gear pulls of the same car, but with our FMIC kit added. The car responded MUCH better to repeated abuse and testing; heatsoak was drastically reduced.

Run 6:

• Knock Value 55%
• Coolant Temp: 181 F Start / 201 F End
• IAT Pre IC: 96 F Start / 96 F End
• IAT Post IC: 90 F Start / 99 F End

Run 7:

• Knock Value 55%
• Coolant Temp: 196 F Start / 217 F End
• IAT Pre IC: 100 F Start / 102 F End
• IAT Post IC: 95 F Start / 104 F End

Run 8:

• Knock Value 55%
• Coolant Temp: 199 F Start / 218 F End
• IAT Pre IC: 105 F Start / 99 F End
• IAT Post IC: 96 F Start / 106 F End

All dyno testing was performed on the same day. We saw as much as a 50 degree drop or an average of 36 degrees in post intercooler intake air temps on stock ECU mapping by simply swapping out intercooler setups. These results will only be amplified when running more boost via ECU tuning. More boost out of a tiny turbocharger = higher temps. Higher temps = increased chances of knock/detonation, thus limiting power and reliability.

Though the power gains may seem minimal on a stock or near stock car running factory boost levels, gains become much greater when turning the boost up and pushing things to the max. Aftermarket intercoolers are intended to reduce post intercooler intake air temps as much as possible to make the engine and forced induction system as efficient as possible, thus drastically improving engine/component longevity. We expect our Cobra CAI system to compliment this FMIC quite well in an effort to reduce intake air temps even more!

Hot damn, or should I say cold damn, either way, bringing cold hard facts with product r&d to the table for all to see. I guess if Im running 24-26 psi Ill be needing this. There goes more money for a retune lol.

 

[PRL Motorsports]

Hot damn, or should I say cold damn, either way, bringing cold hard facts with product r&d to the table for all to see. I guess if Im running 24-26 psi Ill be needing this. There goes more money for a retune lol.

This would definitely be in your best interest!

Some teaser pics! Production intercooler piping will be powdercoated textured black.

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