Power Pages: Acura RSX

It was only a matter of time before the 2001 Integra would be replaced with a newer body style. With two of the most popular body styles being the 90-93 and the 94-01 models powerplants have basically remained the same with the exception of the VTEC powerplant. Later people started realizing that the non-VTEC and VTEC actually had bottom end and cylinder heads that are swappable. In learning this, the engines were then labeled as B series due to a majority of the parts being in the same families. With the RSX we have now hit a point where the body change wasn't the only modification made.

The Engine
For years now Honda inline-four engines relied on an engine that spins opposite the normal direction. This means a whole new ball game for Honda inline's killing the use of B-series power on the RSX. The engine and transmission has also been flipped 180 degrees with the trans on the driver side and the engine on the passenger side. This has also placed the intake manifold towards the front of the car with the exhaust manifold on the firewall side. While most would think that there is no hope for the newer Integra because they became so familiar with the B-series components we look at this engine as a new beginning of X series engines with the chance of even more power. The new powerplant is a 2.0-liter that produces a brake horsepower level of 200 at 7400 rpm and 141 lb-ft of torque at 4000 rpm. Another major change made to the inline VTEC-i engine is the use of a timing chain rather then a timing belt. The good part is the chain can exceed the normal service that a timing belt would require. Another good improvement to the powerplant is the use of a six-speed transmission in manual trim. The close-ratio gearbox provides excellent out-of-the-hole capabilities and an improvement in the top speed in the high gear.

Performance Components
As with all new vehicles, we are limited on performance components available for the 2.0-liter powerplant. We decide to stick with the basics for now with the engine components but along the way we addressed components that make a true streetcar. For the engine we installed an Injen Intake and Borla exhaust. Exterior aesthetics consist of Eibach springs, Wings West body kit, Wilwood Brakes and a set of low profile wheels and tires.

Since the new powerplant is reverse with the intake manifold in the front this gives Injen limited amount of mounting space. Lowering the intake air temperature with the new air filter over the transmission Injen decided to incorporate an aluminum heat shield to keep out engine heat from entering the intake air stream. The intake is constructed of three-inch polished aluminum piping with a conical open element filter. The intake also complements all the necessary vacuum line plugged into the factory unit.

The factory exhaust system not only hide potential horsepower to be made it also quiets the rumble of the VTEC which we all know signifies the power of Honda. Like all Borla exhaust systems the RSX exhaust is made of stainless steel preventing any type of fatigue from rust. The cat-back system comes 2.25 inches with a 2.5-in. tip. The stainless steel canister is packed with a stainless mesh reducing the chances of internal rust through condensation.

Aiding the exterior shell of the Type S are new Wilwood brakes that were just recently released to the public. Giving the car its low stance is a set of Eibach springs which allow aid in the vehicles handling capabilities. Bigger wheels are also a necessity. The car now utilizes a set of 18-in. OZ Chronos wheels and Pirelli rubber.

Dyno
Our baseline trim exceeds that of the previous generation Integra. A good baseline for the B series powered GSR would be anywhere from the high 140 to low 150, the RSX has a baseline output of 159.9 ponies and 120.6 lb-ft of torque. Not only are the horsepower figures higher, the torque figures are a few lb-ft higher then a stock GSR.

Since the intake was under development at the time of this write up we decided to give the exhaust system a shot at making some power. Borla used our RSX to prototype their new exhaust system and with awesome turn around time the car was back on the street and ready for the dyno. The exhaust system produced a peak output of 165.9 ponies and 122.6 lb-ft of torque. Proven to be a power-possessing commodity the Borla system gets an approval for best bang for the buck.

With the Injen intake a full production piece now we decided to give it the Tuner test running it through a rigorous Power Pages session. Before the install there was a noticeable difference from when the vehicle would transfer from the low cam to the high cam. With the intake installed it was a night and day difference. Just by driving the RSX on the dyno you could feel a harsh shake on the rollers just as the car kicked into high gear. Noticeably louder and the feel of the VTEC kicking in signified this product was destine to make power. We thought the Type S making 165.9 horsepower with the Borla exhaust was big, add the Injen intake in the mix and we received a peak output of 181.1 horsepower and 129.6 lb-ft of torque.

Conclusion
We understand removal of the B-series powerplant will piss off a lot of Honda fans but if you think about it, technology is getting better and this will just give us more idea on new ways to produce power. Besides, if we had the mentality of not changing the powerplant for another 20 years then you might as well incorporate the carburetor too. The new powerplant has proven to make plenty of power and it is a new beginning to yet another saga to Honda performance.