Honda Carb Legal Turbo Kits. Turbocharging is old headlines for those in the Honda community. Appin Ethical Hacking Course Review here. Been there, done that. These guys have been bolting boost onto Civics and Integras for nearly two decades. Microsoft Expression Web 3 Serial Ports there. It began with crude turbo exhaust manifold concoctions prepared in muffler shops; turbos and intercoolers robbed from factory boost cars like junkyard Mitsubishi Eclipses and Starions; and old- time engine management solutions like boost- dependent fuel pressure regulators and timing retard boxes that worked .. These weren't turbo kits in the sense that we know of today. Far from it. The pioneers worked with what they had and pieced together what they could.

Engine rebuilding and assembly tips and information. RPM-Ron's Precision Machine, Inc. Don't forget to bookmark this site. Engine Rebuild Kit and Parts Online Catalog. Launched in 1972, the Honda Civic was born into a world that viewed the Ford Pinto as an acceptable form of transportation. It didn’t take long for people to.

It took a few years, but soon more than a few rudimentary turbo kits became available, though we hesitate today to even classify some of those as kits. If you happened to purchase a kit for, say, your B1. A1 ten or so years ago, you'd walk away with some sort of cast exhaust manifold; a turbo; an intercooler; some piping that, if you're lucky, might not have to be cut to fit; a blow- off valve; and maybe a fuel pump- again, if you were lucky. Sometimes everything went where it was supposed to go. Sometimes it didn't. And since there was really nothing to tune most of the time, nothing came pre- tuned.

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For just over three grand you'd end up with a turbo under your hood, one or two 'Check Engine' lights, and a detonation- induced piston meltdown waiting to happen. Only a few years later the number of turbo kits offered for the Integra's B- series are exponentially larger. And, the quality's improved. But with so many kits on the market, it's difficult for any one to stand out from the next.

Some boast astronomical power figures more on par with a custom- built drag setup. Others brag of their kits' smog legality, drivability and reliability. The truth is, it's not that difficult to put together a turbo kit capable of making 6.

B- series, or making a less powerful one that's emissions legal. The challenge is in the compromise. Finding an emissions- legal Honda turbo kit that doesn't achieve its greenish status at the expense of power production can be difficult. If you've ever taken an interest in anything automotive, it's likely you've heard the name Edelbrock. If you haven't, you've done a good job sheltering yourself from the world since birth.

The company's been around since the late 1. It began by developing manifolds for flathead Ford engines and, later, almost anything and everything you can think of- including fully assembled 4. Chevy small- block crate engines and intake manifolds for the V- 8 Olds'. It's only been within the last few years that Edelbrock began developing and manufacturing parts for the sport compact industry. The latest series of such products to ship from Edelbrock's headquarters are its lineup of Honda turbocharger kits.

They offer kits for the '9. Integra GSR, the '9. Civic Si, the '9.

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Civic EX, and the '9. Civic/Del Sol (with street and track versions of each). Edelbrock developed both the Performer X kit, the 5. Victor X kit, the competition- based version, for each vehicle. The main difference between the two kits is in their intake manifolds. Performer X intake manifolds feature longer runners and a smaller plenum in comparison to the Victor X.

The longer runner manifolds produce peak horsepower in the 4. Victor X manifolds are good in the 7. Performer X kits also include a piggyback engine management system that controls ignition timing, and a secondary fuel system consisting of four added injectors. The injectors are mounted to the underside of the manifold with a supplied Edelbrock fuel rail.

While Victor X kits don't come with the extra injectors or fuel rail, the provisions in the manifold are there and only need to be drilled out to house an extra set of injectors. All Edelbrock Honda kits are based off of Garrett GT2. The B- series kits feature the GT2. RS turbo, which comes standard with a dual ball bearing center section that's both oil and water- cooled. The 6. 2 trim compressor wheel has a 4.

GT2. 8's somewhat medium- sized frame. The compressor housing has a . A/R, which is a contributor to its impressive 3. The GT2. 8RS's turbine side has a 7.

A/R housing. D- series kits get the GT2. R, a slightly toned- down version of the RS, which instead has a slightly smaller 6.

A/R on the compressor side, and a turbine side with a 6. A/R. Both turbos are internally wastegated and are good for a maximum of around 1. At boost levels like that, up to 4.

L with the GT2. 8RS. Both GT2. 8 turbos are bolted to Edelbrock high- temperature Ni- resist cast exhaust manifolds and come preassembled with the turbo, downpipe elbow, and oil and water lines hooked up. Since the turbo comes already mounted, installers won't have to waste time orienting the compressor in the right direction for intercooler pipe lineup.

You also won't have to worry about leaking coolant and oil lines on the turbo side, since those come pre- installed as well. Just be sure to hook them up to the engine properly to avoid leaks on your end. Also included in each kit is a front- mount, bar and plate- type intercooler measuring in at 2.

Everything's included to make the intercooler work- like ceramic- coated piping that actually fits; clamps and couplers; and bags of hardware. It even comes with a Ti. AL blow- off valve, yet somehow retains its emissions- legal status. Like all good turbo kits, the Edelbrock kits come with a bunch of small yet important parts that are easy to overlook. These are often the kinds of things that separate a good kit from a not so good one and, in our opinion, are what makes this kit so easy to install and work so well. One of the initial problems encountered when enthusiasts first began turbocharging Hondas involves the MAP sensor.

Honda ECUs throw a fit when their MAP sensors read positive pressure in the intake manifold. Solutions back in the day included one- way check valves sourced from aquariums and other crafty, two- bit tricks that bled off boost before the MAP could read it.

But it was out of the question for Edelbrock to pack a set of plastic check valves in their kit, so a better plan was devised. A Split Second MAP sensor voltage clamp is provided, which alters the voltage the ECU sees from the MAP sensor under boost. This eliminates the check engine light and keeps everything happy under pressure. The kit also includes a pre- tuned Mototron piggyback ECU that controls an additional four 1. B- series) or 1. 9- lb/hr (D- series) injectors and ignition timing under boost. That means that when the manifold reads vacuum, not boost, the ECU reverts back to its original engine parameters, which is one reason the kit is able to pass a smog test. Tapping into the engine block's oiling system for turbo lubrication also posed problems in the past.

Top- heavy extensions of fittings and adapters were usually hung off the rear of the block and often cracked. Edelbrock supplies an oil adapter plate that bolts to the same spot on the block with fittings and lines for the turbo. The kits also include offset woodruff keys for repositioning camshaft timing. Instead of adjustable camshaft gears, the keys put camshaft timing in the exact location that Edelbrock has realized the most power with, so that, like the Mototron, there's absolutely no tuning involved.

And the Edelbrock kits fit. This may sound like a given, but we've seen more than a few turbo kits over the years that don't fit- at least not very well. The fact that they fit cuts hours off of installation time.

The last Edelbrock kit we installed took one day. And, we didn't have to run to the parts store once. Exhaust manifolds and external wastegates that rub holes in AC lines, crossmembers that require notches lopped in them for downpipe clearance, oil dipsticks that will never come out again- these were common issues in the past, but all resolved by Edelbrock.