PRL Motorsports Project Snow White

[NeoDragons]

OT, but have you ever eaten at Vitale's? Guam is a small place so I have to ask.

lol, yes i have. i always order the ham and cheese subs from them. im assuming you've been down here then?

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[UberCivic]

lol, yes i have. i always order the ham and cheese subs from them. im assuming you've been down here then?

No, I am a friend of the family. They have a chain of local Vitale's here in Michigan, and grandpa Vitale retired to Guam and opened the one there. My wife used to work for Joe Jr who is there in Guam now managing that brach.

 

[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!

 

[PRL Motorsports]

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

 

[JDM_DOHC_SiR]

@PRL Motorsports ... You guys F'n ROCK!!

Now hurry up and show us some pictures with the new springs on the car..

 

[largelybored]

I'm thinking for CVT civics, an intercooler is the second upgrade to do after a tuner. A downpipe gives you too much, an intercooler lets you keep what the tuner gives you without experiencing the heat soak dip in power. After a single 5 second WOT, my knock control goes to .60+ up from .49 but it recovers fairly quickly as well.

Does it make sense that is related to boost/IAT temps? Is my thinking correct?

 

[dallasjhawk]

I'm thinking for CVT civics, an intercooler is the second upgrade to do after a tuner. A downpipe gives you too much, an intercooler lets you keep what the tuner gives you without experiencing the heat soak dip in power. After a single 5 second WOT, my knock control goes to .60+ up from .49 but it recovers fairly quickly as well.

Does it make sense that is related to boost/IAT temps? Is my thinking correct?

@KTuner was on here telling us how to fix the Kcontrol by adjusting some tables in the ignition portion of the calibration

 

[IronFusion]

I'm thinking for CVT civics, an intercooler is the second upgrade to do after a tuner. A downpipe gives you too much, an intercooler lets you keep what the tuner gives you without experiencing the heat soak dip in power. After a single 5 second WOT, my knock control goes to .60+ up from .49 but it recovers fairly quickly as well.

Does it make sense that is related to boost/IAT temps? Is my thinking correct?

RE: CVT & pipes... Too much what?

 

[largelybored]

RE: CVT & pipes... Too much what?

Torque.

 

[IronFusion]

Oh. I sure hope that's not the case. No tune here (CVT), just pipe swap, and not going WOT at all until a CVT Fluid Change first.

 

[largelybored]

Oh. I sure hope that's not the case. No tune here (CVT), just pipe swap, and not going WOT at all until a CVT Fluid Change first.

I don't think you're following what I was saying. We can cook a CVT just with an engine tune. Hondata showed us the scoring on the belt. My point is that even within a healthy range of power that will keep the CVT alive, an intercooler would let you keep that output longer and avoid the detuning the engine does when heat increases. That was my theory and really, more of a question.

 

[PRL Motorsports]

Ask and you shall receive! Data, dyno numbers and sound clips from our Cobra Cold Air Intake system is finally here! We will be offer Si and Non-Si specific systems!

2017 Honda Civic Si w/ Stock ECU Mapping (Not Tuned Whatsoever)

• PRL Motorsports Catted Downpipe / Front - Pipe Combo
• PRL Motorsports Prototype Intercooler
• PRL Motorsports Prototype Cobra Cold Air Intake System (Street MAF Housing)

What's important to note here is that these numbers are in comparison to our previous dyno session where the car had the same exact modifications except with our Stage 1 intake system instead of our cold air so we didn't have to put everything back to stock.

We made sure all conditions were identical for testing (ie 55% knock control value, ~180 degree coolant temps, similar ambient temps, etc) and this is what we came up with.

~5 horsepower and torque gains throughout almost the entire powerband in comparison to our Stage 1 intake system. This means 9 - 14 horsepower and torque gains throughout the entire powerband over the factory intake. No these aren't crazy marketing ploy gains, these are honest, tried and true gains that every person can expect to see by simply installing this intake system on his or her 1.5L Turbo Civic without a tune. It's important to note that the car was making 1-2 less pounds of boost throughout the midrange, hence why torque gains were minimal down low during peak torque. These cars are very sensitive with knock control and how it controls timing/boost.

We found the MAF curve to be extremely stable, identical in response to the factory intake. This will be our first cold air intake system ever to not require any tuning whatsoever. Customers can expect greater gains once the boost is turned up and components are pushed to their max. Once we find the limit of the Street MAF we will test our Race MAF

Here is a comparing our 10th Gen Si when it was stock to everything that has been modified now. Very impressive results for no tuning whatsoever! Next comes the fun part... Tuning with @KTuner!



Also, we finally got around to installing our D2 lowering springs!

 

[elusiveaura]

Awesome news. Thank you! 1 question. I'm sure you have to remove the bumper for the CAI intake and ETA availability?

Ask and you shall receive! Data, dyno numbers and sound clips from our Cobra Cold Air Intake system is finally here! We will be offer Si and Non-Si specific systems!

2017 Honda Civic Si w/ Stock ECU Mapping (Not Tuned Whatsoever)

• PRL Motorsports Catted Downpipe / Front - Pipe Combo
• PRL Motorsports Prototype Intercooler
• PRL Motorsports Prototype Cobra Cold Air Intake System (Street MAF Housing)

What's important to note here is that these numbers are in comparison to our previous dyno session where the car had the same exact modifications except with our Stage 1 intake system instead of our cold air so we didn't have to put everything back to stock.

We made sure all conditions were identical for testing (ie 55% knock control value, ~180 degree coolant temps, similar ambient temps, etc) and this is what we came up with.

~5 horsepower and torque gains throughout almost the entire powerband in comparison to our Stage 1 intake system. This means 9 - 14 horsepower and torque gains throughout the entire powerband over the factory intake. No these aren't crazy marketing ploy gains, these are honest, tried and true gains that every person can expect to see by simply installing this intake system on his or her 1.5L Turbo Civic without a tune. It's important to note that the car was making 1-2 less pounds of boost throughout the midrange, hence why torque gains were minimal down low during peak torque. These cars are very sensitive with knock control and how it controls timing/boost.

We found the MAF curve to be extremely stable, identical in response to the factory intake. This will be our first cold air intake system ever to not require any tuning whatsoever. Customers can expect greater gains once the boost is turned up and components are pushed to their max. Once we find the limit of the Street MAF we will test our Race MAF

Here is a comparing our 10th Gen Si when it was stock to everything that has been modified now. Very impressive results for no tuning whatsoever! Next comes the fun part... Tuning with @KTuner!



Also, we finally got around to installing our D2 lowering springs!

 

[SilverGhost]

Please let us know when available...

 

[Si_Gus]

A group buy would be nice

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