PRL Motorsports 11th Gen 2022+ Civic Si Baseline Dyno Test

[gtman]

The key takeaway from D-Rob is "when evaluating dyno results, the important number is the difference between the factory calibration baseline testing and the final results."

I mean honestly, that's the only comparison that really matters and the only apples to apples result. Same car, same dyno, same day, stock vs. tuned.

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[OsosikMedia]

Sik! Can't wait to see the parts you develop for the 11th Gen Si.

 

[Hondata]

Didn’t @Hondata claimed 222hp lol

To be accurate, Hondata measured 222 hp. To be even more informative Hondata measured this as a 10% power gain over the 10th gen using an identical ramp rate of 500 rpm per second to minimize the effects of rotational inertia.

 

[Hondata]

Great data. Its a close match to what we found.

 

[Jes_si562]

@D-RobIMW any guess on honda changing lower internals and fuel system to something more juicy

 

[HondaFan777]

"Accurate" isn't a word that should be used when talking about dynamometers.

Every. Dyno. Reads. Different.

You cannot compare numbers from two different cars on two different machines.

So is the Si Turbo different or is it the same as the non Si 1.5T?

Curious what is different on the engine.

 

[D-RobIMW]

@D-RobIMW any guess on honda changing lower internals and fuel system to something more juicy

I haven't taken the time to compare part numbers or order parts to confirm anything yet.

So is the Si Turbo different or is it the same as the non Si 1.5T?

Curious what is different on the engine.

See above.

 

[WOPSiWOT]

@D-RobIMW any guess on honda changing lower internals and fuel system to something more juicy

Eman is tearing one down.

 

[Jes_si562]

Eman is tearing one down.

Nice! Eman the goat

 

[procivic]

Right off the bat, we can see that the 11th Gen is making considerably more peak horsepower (a maximum difference of 19WHP and 20WTQ). This is due to Honda’s utilization of a twin scroll turbo (this term can be used loosely, we'll discuss this at a later date), dual port head, and the current generation having VTEC on the intake and exhaust side, which allows the head to flow much better at high rpm. This is also demonstrated by the horsepower and torque bump at peak boost, around 4200 RPM, whereas the 10th Gen torque curve begins to dramatically fall off as RPM increases.

That's very interesting. Great post. Do you know if for sure the intake side does indeed have the traditional variable lift VTEC mechanism, or is it just VTC?

I know the L15CA has variable lift VTEC on the exhaust side as well as VTC, but on the non-Si I'm under the impression the variable lift VTEC is more for fuel economy (as in the valves can go into a low lift mode maybe when cruising or in other scenarios). It would be nice if Honda added some extra lift capability on the exhaust side of the Si motor.

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