All the data has been scrutinised and I am clear to proceed.
Solid line is the base configuration:
- 2.5” Mandrel bent exhaust (two mufflers)
- 2.5”, 200 Cell Sports catalytic converter
- 4-2-1 header with 2.5” collector
- Stock head & block
- Plastic Intake manifold gasket
- Aftermarket Inlet manifold
- 70mm Throttle Body
- 76mm Cold Air Intake
- Piggy Back ECU
Dotted line is the addition of a velocity Stack and k&n cone filter
Copy of the Abstract:
Simple bolt-on modifications are widely known to produce excellent results on Honda’s K-series automotive power plants. Extensive testing from race teams, component vendors and independent tuners around the globe have shown that significant performance advantages are obtainable from revisions to the factory intake tract.
There is much debate on the street, at the drag strip, race circuit or even pub - what works and what doesn’t? This paper aims to look at a small piece of the puzzle and cut through some of the marketing hype with real data. The main question this paper hopes to address is: can additional efficiency be produced from an off the shelf aftermarket cold air intake?
The Honda aftermarket is one of the most ‘cost effectiveness’ concerned automotive markets today. As a result the BPI velocity stack was chosen as a test piece, due to its low cost and simplicity.
The rolling road used for testing belongs to TDi north Warrington, and the subject vehicle is the popular EP3 Civic Type R built in Swindon.
The difference between the baseline figure and final figure was 7.1BHP, impressive when considered certain headers or exhausts provide less benefit at much higher cost.
Results provide conclusive evidence of the advantages offered using the BPI stack; however questions are raised regarding the nature of direct air flow around forward facing cone filters with capped tops.