![]() ![]() The stroke selected (89.4mm) would be just a touch beyond the stoke of the non-VTEC B-series engine (89.0mm). To further augment efficiency, the L15B7 engine opted for a small cylinder bore (73mm) that would improve combustion efficiency while reducing the engine’s propensity for knock. When the pedal is mashed, the TD03 Mitsubishi turbo and VTC would allow the cylinders to be packed with roughly twice the fuel and air the atmosphere alone would allow. ![]() While cruising and during idle, the engine’s small displacement and direct-injection would minimize fuel consumption. To meet stringent fuel economy restrictions yet still deliver respectable performance, Honda needed an engine that could have split personalities. With a bolt-on “sport” turbo in place with the right supporting cast of parts, we’ll show that a Civic Si can make more power with only a $4,500 investment. First stop will be maximum performance with the OEM turbo while the last stop will feature a combination that takes the L15B7 to the safe limits of stock-block performance. ![]() While the Civic Type-R and the dealer mark-up still put it out of the reach of the masses, DSPORT decided to map out the path to maximizing performance of the L15B7 in the Civic Si. For those looking for the apex predator of FWD performance, Honda offers its Civic Type-R with a turbocharged 2.0L (K20C1) delivering 306 horsepower to the flywheel. It took Honda nine generations of the Civic to finally concede that Boost is Best! Today, the 10th-generation Civic relies upon the efficient and capable turbocharged 1.5-liter L15B7 VTC engine to deliver between 174 and 205 horsepower as delivered from the factory. A ll Honda Civics are happier turbocharged and the import performance aftermarket figured this out back in the mid ‘90s when a DRAG turbo kit was king. ![]()
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