From Stock to Serious: PRL 1.5T Drop In Turbo Dyno Testing

Initial Dyno Testing for the L15 Platform

We recently took to the dyno for initial testing of our PRL 1.5T Drop In Turbo for the L15 platform. While the 10th and 11th generation Civic use different cylinder head designs, the drop in turbos themselves share the exact same specifications. Both configurations utilize a 41.5mm inducer and 47mm exducer turbine wheel, paired with a 48.32mm inducer and 60mm exducer compressor wheel featuring 62.19mm extended tips, allowing us to evaluate how each platform responds to identical turbocharger sizing and airflow capability.

As covered in our earlier head comparison, the 10th generation L15 uses a single exhaust port, while the 11th generation features dual exhaust ports. The 11th gen turbo is designed with a matching divided turbine inlet, separated by roughly a one-inch divider that creates a tri-Y style exhaust path. From an airflow standpoint, this gives the 11th generation head a clear advantage, so with identical supporting modifications, we would generally expect the 11th gen to support slightly higher power.

10th Gen Civic Si Testing

We began testing with a 10th generation Civic Si. In stock form, this platform provides a useful baseline for understanding how the Drop In turbo changes power delivery and overall performance. All tuning was handled by Derek Robinson at Innovative Motorworks using KTuner.

10th Gen Vehicle Setup

This car is equipped with essentially the full PRL bolt on catalog, paired with our 1.5T Drop In Turbo.

• PRL Cobra Intake

• PRL Titanium Turbo Inlet

• PRL Intercooler

• PRL Charge Pipe Kit

• PRL Front Pipe

• Greddy DDR Catback Exhaust

• PRL WiFi Flex Fuel Kit

• OEM Type-R Clutch

• PRL 1.5T Drop In Turbo

• Stock fuel system

In stock configuration, the 10th gen Civic Si produced 208 wheel horsepower at 6200 rpm and 203 wheel torque at 3200 rpm on our dyno. These figures give us a clear reference point for evaluating gains once the drop in turbo and supporting modifications are introduced. 

On 93 octane fuel, the car produced 302 wheel horsepower at 6000 rpm and 319 wheel torque at 4100 rpm.

We then blended in ethanol using the PRL WiFi Flex Fuel Kit. The stock fuel system on the 10th gen can realistically support up to about a 30 percent ethanol blend before reaching injector duty cycle limits. Once ethanol content reached 26%, we performed another max power run. On E26, the car produced 324 wheel horsepower at 6500 rpm and 333 wheel torque at 4300 rpm, representing a 6.7% increase in horsepower and a 4.3% increase in torque over the 93 octane run.

Let’s take a look at a graph of the testing data for the 10th Gen:

The difference is immediately apparent. The rev limit was safely increased to 6800 rpm from the stock 6500 rpm. To preserve drivability and reliability, torque and horsepower closely mirror stock output between 2000 and 3000 rpm. Beyond that point, the curve opens up significantly.

By 3500 rpm, the car running E26 is already producing 262 wheel torque, compared to just 200 wheel torque in stock form. That represents roughly a 27% increase in usable torque within only 500 rpm. Looking at peak numbers, the Drop In turbo delivers a 45% increase in horsepower and torque over stock on 93 octane, and approximately a 50% increase on E26.

This results in a setup that feels stock-like down low, but pulls much harder through the mid-range and top end, making it a strong and reliable street combination.

11th Gen Civic Testing

Next, we moved on to our shop 11th generation Civic. Like the 10th gen, this vehicle features a full suite of PRL bolt on components paired with our Drop In turbo.

11th Gen Vehicle Setup

• PRL High Volume Intake

• PRL Titanium Turbo Inlet

• PRL Intercooler

• PRL Charge Pipe Kit

• PRL Front Pipe

• PRL N1 Catback Exhaust

• PRL WiFi Flex Fuel Kit

• OEM Type-R Clutch

• PRL 1.5T Drop In Turbo

• Stock fuel system

Before testing the modified setup, we established a stock baseline. In stock form, the 11th gen produced 191 wheel horsepower at 5800 rpm and 186 wheel torque at 4100 rpm. It is worth noting that the 10th and 11th generation cars use different gear ratios, which affects how power is delivered and where it appears on the dyno.

Tuning was once again performed by Derek Robinson at Innovative Motorworks using KTuner. Testing on 93 octane was completed with ambient temperatures around 65°F, and intake air temperatures during the pull averaging approximately 73°F.

On 93 octane, the car produced 308 wheel horsepower at 6300 rpm and 304 wheel torque at 4000 rpm.

We then repeated the test using a 26% ethanol blend. On E26, the 11th gen produced 341 wheel horsepower at 6500 rpm and 318 wheel torque at 4200 rpm, representing roughly a 10% increase in horsepower and a 4.5% increase in torque over the 93 octane run.

Now let’s look at testing data from the 11th Gen on the Drop In turbo:

Below 3000 rpm, the power delivery remains very close to stock. Past that point, the benefits of the turbo become clear. At 3500 rpm, the stock car produces 182 wheel torque. With our parts installed, the car makes 256 wheel torque on 93 octane, a 34% increase, and 263 wheel torque on E26, a 36% increase.

That means in just a 500 rpm window, the car sees up to a 36% increase in usable torque. At peak, horsepower and torque increase by 47% on 93 octane and by 56% on E26.

Boost Response and Control

After reviewing overall power gains, it’s also important to look at how the turbo delivers that power. Reviewing the datalog from the 11th gen runs shows that the boost target of 26.4 psi on 93 octane was achieved right at 4000 rpm.

When running E26, we targeted 27 psi, with full boost again achieved at 4000 rpm. This highlights how quickly the turbo comes up to boost while maintaining controlled torque delivery in the lower rpm range, helping preserve drivability and reliability.

Closing Thoughts

Across both platforms, the PRL 1.5T Drop In Turbo delivers substantial gains while maintaining stock-like behavior at low rpm and strong, consistent performance through the mid-range and top end. The differences between the 10th and 11th generation cars follow expected trends, with the 11th gen benefiting from improved cylinder head design and gearing.

Overall, we think this is an excellent setup for the street. It strikes a balance between meaningful top end power, reliability, and everyday drivability, without sacrificing the characteristics that make these cars enjoyable to drive in stock form. From an installation standpoint, this combination is also very approachable. With the exception of the clutch, the parts used in this testing represent a collection of bolt-on components that anyone with basic hand tools and some wrenching experience should be able to install over the course of a weekend. Fitment mirrors factory components closely, and the setup is completely reversible, making it easy to go from a bone stock car to a configuration that matches our testing without committing to permanent changes.

More testing and data are on the way. Stay tuned.