P600 Honda Civic Type-R Drop-In Turbo Development Part 5

A few weeks back we sent out a few P600 turbochargers to companies for third party testing in an effort to see real-world data such as dyno numbers, track times and reliability. Sean and Mike at Kinetic Autoworks in Maryland were able to offer us a customer’s FK8 Civic Type-R for testing. Fortunately for us, this customer had already purchased a clutch upgrade and Hondata fuel system upgrade to support larger power goals. These upgrades would allow us to see the P600 turbocharger’s potential beyond the factory fuel system and clutch limitations we experienced during previous testing on our V1 P600 prototype.

Vehicle Modifications:

Hondata FlashPro

Hondata Fuel System Upgrade

PRL Motorsports Flex Fuel Kit

PRL Motorsports P600 Turbocharger Upgrade

PRL Motorsports High Volume Intake System

PRL Motorsports Titanium Turbocharger Inlet Pipe Kit

PRL Motorsports Intercooler & Charge Pipe Upgrade Kit

PRL Motorsports Downpipe

Invidia Exhaust System & Front Pipe Upgrade

Clutch Masters Clutch Upgrade

We wanted to compare data between the factory turbocharger and P600 on 93 octane with an identical boost curve at 26 PSI. The P600 produced 415.81 horsepower and 408 ft/lbs torque, which was a 39 horsepower and 15 ft/lb torque gain in comparison to the factory turbocharger at the same boost level. We also see 20+ horsepower gains from about 4300 RPM until redline. We only see a 400-600 RPM delay in turbocharger spool. The deadly torque spike of the factory turbocharger was softened, pushing peak torque to the right.

Kinetic also put together an e50 tune for their customer to allow them safely push just under 500 horsepower with stock engine. Ethanol allowed the P600 to make 494 horsepower and 451 ft/lbs torque at 27 PSI. Peak power still carried to the 7300 RPM rev limit without dropping, so race applications will be able to efficiently rev even further.

Thus far we are very satisfied with the P600’s results. We expect the P600 to be able to efficiently make power until around 40 PSI given the compressor wheel design, which will allow for 600 horsepower capabilities. 27 PSI is just beginning to scratch the surface of the P600’s true potential, especially given our ball bearing CHRA design for the much-needed longevity at higher boost levels. This turbo upgrade will allow customers to make impressive power gains at lower boost levels, which means lower shaft speeds, less back-pressure, lower EGTs, lower charge air temps, lower IATs, and improved turbocharger, engine and component reliability.

Our friends at Hondata are also working on a basemap calibration for the P600 turbocharger that we expect to see available by the time these turbochargers are released to the public. Stay tuned for more third party testing results to be followed by pricing and a release date in the very near future!