Power Pages: 2003 Civic Si

Owner: Import Tuner
Dynamometer model: Dynamic Test System

DYNO 1: baseline

Air Temp @ 69.9 Degrees Fahrenheit
Peak HP153.3
Peak TQ131.9
Baseline Horsepower: 153.3
Baseline Torque: 131.9 lb-ft

Dyno Notes: This was an extremely high baseline, considering the car is factory rated at 160 hp at the flywheel. We found out that in two-wheel-drive mode the Dynamic Test Systems dyno actually reads a little higher than a Dyno Jet.

Pros: The K-series engine is turning out to be a valuable commodity in the aftermarket world. For one, it's got JMD counterparts, and two, the engine has been proven to make 230 hp with mild bolt-ons.

Cons: There is a lack of aftermarket parts state-side, and the ECU is extremely sophisticated compared to the original OBD-II unit. This might make things harder as far as tuning is concerned, but rumor has it Hondata has some stuff in the works.

DYNO 2: K&N Typhoon Intake System air

Temp @ 74.6Degrees Fahrenheit
Temperature difference from previous run: +4.7 Degrees Fahrenheit

Peak HP 160.6 Peak TQ 135.3

2000 to 3500 HP Range: 2-3
2000 to 3500 TQ Range: 4-6 lb-ft
3500 to 5500 HP Range: 4-6
3500 to 5500 TQ Range: 2-3 lb-ft
5500 to Redline HP Range: 4-6
5500 to Redline TQ Range: 3-5 lb-ft

Peak Horsepower: 160.6
Peak Torque: 159.1 lb-ft

Part includes: CARB sticker, intake pipe, air filter, hose clamp, vacuum plug and grommet for air temp sensor

Dyno notes: With the factory airbox removed, the underhood noise gets much louder. Most of the power was made at the top end where it really counted. Pros: 100% bolt-on treatment, and the filter K&N provided looks tight! Not that this matters too much, but the hose clamps that come with the kit look pretty dope, too.

Cons: The exhaust is a little on the loud side without the baffle.

Tools required for installation: 12mm wrench,12- & 14mm socket and ratchet

Air Temp @ 77.1 Degrees Fahrenheit
Temperature difference from previous run: +2.5 Degrees Fahrenheit

Peak Horsepower: 163.4
Peak Torque: 134.4

2000 to 3500 HP Range: 0-1
2000 to 3500 TQ Range: 3-5
3500 to 5500 HP Range: 2-4
3500 to 5500 TQ Range: -3 - -1
5500 to Redline HP Range: 3-5
5500 to Redline TQ Range: -3 - -2

Part includes: Sticker, Two gaskets, one 10mm nut & bolt, five 12mm nuts and bolts, B pipe, muffler and baffle

Dyno notes: There was plenty of power made up top, but we sacrificed some midrange power between 3000 and 4500 rpm.

Pros: 100% bolt-on. The exhaust is a full stainless setup with polished resonator and muffler.

Cons: The exhaust is a little on the loud side without the baffle.

Tools required for installation:12mm wrench,12- & 14mm socket and ratchet

Air Temp @ 74.1 Degrees Fahrenheit
Temperature difference from previous run: -3 Degrees Fahrenheit

Peak HP 166.9
Peak TQ 129.7

2000 to 3500 HP Range: 0
2000 to 3500 TQ Range: 0-1
3500 to 5500 HP Range: 1-3
3500 to 5500 TQ Range: -4 - -3
5500 to Redline HP Range: 2-4
5500 to Redline TQ Range: -4 - -2

Peak Horsepower: 166.9
Peak Torque: 129.7 lb-ft

Part includes: DC sports sticker and header

Pros: When we first started installing the header, we thought it would be hard to do because its location is toward the rear of the engine bay, but since the aftermarket header is much smaller in size, it was much easier to install.

Cons: The header doesn't allow you to install the factory heat shield, so you can't hide it from the cops. Then again, I don't think there's an aftermarket header in existence that accommodates the factory heat shield.

Tools required for installation: 12- & 14-mm wrench, 12- & 14mm socket & ratchet 8-in. extension.

Conclusion: As we stated earlier, the horsepower power figures on the Dynamic Test System chassis dyno resembled figures that are closer to measurements at the flywheel than the wheels, but regardless, the three components netted 13.6 hp total. Once more aftermarket components become available we should be able to start round two on the new Civic Si. For now, enjoy.