Averia
Member
- Joined
- Apr 12, 2019
- Threads
- 4
- Messages
- 44
- Reaction score
- 11
- Location
- Arco, ID
- Vehicle(s)
- 2018 Civic Si Sedan
- Thread starter
- #1
Installed this plus the pro car studio grill.
Notes:
I did the initial part of the install with the car on the ground.
I got the black pipes. If I had to do it over again I would have gone with the straight aluminum as the coating comes off a bit with all the refitting of the silicone to aluminum pipes needed. Hot side lined up pretty well the 2nd clamp from the turbo side needs to tightened off the car as there isn't much space there to tighten on the car. Cold side the directions did not work for me as presented. I ended up fitting the silicone to the cold side outlet first, re-removed the airbox and loosened the bolts on the metal pipe to get that silicone pipe metal pipe connection to fit properly.
The push mount zip ties really aren't a multi use item as the plastic gets very brittle from the conditions inside the engine bay. I have yet to have a 100% foolproof way of not breaking them. Luckily the Mishimoto insignia on the mounting bracket on the cold side pipe allows for a simple zip tie replacement. The tabs that hold down the MAF wire are a bit more of challenge to replace and will get some more attention at a later date.
The bumper was a bit of a pain to put back. The lower IC ducting got in the way so I removed it. Used two of the large size push clips nearest the inside edge of the headlights to hold the bumper while I worked from the wheel wheel in. the headlight trims don't really fit into the aftermarket grill tabs all that well and need the clips atop the lights to really hold them in place so that was a bit tricky.
I ended up lifting the car on race ramps to install the lower shroud for the IC as it has to slipped under the lip of the bumper.
Once the car was started it was CEL city but after the third restart the CELs cleared.
On the road the power delivery is not SOTP more than stock but is smoother and it feels like the tip in torque is more immediate. There is an ever so slight NVH increase at idle most likely due some acoustic changes from the material, sizing etc of the new piping.
It is going to be over 100 degrees today so I will see how well this new combination affects the adiabatic efficiencies. Don't think it will keep from opening the hood after a parking in my garage but we'll see.
Notes:
I did the initial part of the install with the car on the ground.
I got the black pipes. If I had to do it over again I would have gone with the straight aluminum as the coating comes off a bit with all the refitting of the silicone to aluminum pipes needed. Hot side lined up pretty well the 2nd clamp from the turbo side needs to tightened off the car as there isn't much space there to tighten on the car. Cold side the directions did not work for me as presented. I ended up fitting the silicone to the cold side outlet first, re-removed the airbox and loosened the bolts on the metal pipe to get that silicone pipe metal pipe connection to fit properly.
The push mount zip ties really aren't a multi use item as the plastic gets very brittle from the conditions inside the engine bay. I have yet to have a 100% foolproof way of not breaking them. Luckily the Mishimoto insignia on the mounting bracket on the cold side pipe allows for a simple zip tie replacement. The tabs that hold down the MAF wire are a bit more of challenge to replace and will get some more attention at a later date.
The bumper was a bit of a pain to put back. The lower IC ducting got in the way so I removed it. Used two of the large size push clips nearest the inside edge of the headlights to hold the bumper while I worked from the wheel wheel in. the headlight trims don't really fit into the aftermarket grill tabs all that well and need the clips atop the lights to really hold them in place so that was a bit tricky.
I ended up lifting the car on race ramps to install the lower shroud for the IC as it has to slipped under the lip of the bumper.
Once the car was started it was CEL city but after the third restart the CELs cleared.
On the road the power delivery is not SOTP more than stock but is smoother and it feels like the tip in torque is more immediate. There is an ever so slight NVH increase at idle most likely due some acoustic changes from the material, sizing etc of the new piping.
It is going to be over 100 degrees today so I will see how well this new combination affects the adiabatic efficiencies. Don't think it will keep from opening the hood after a parking in my garage but we'll see.
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