Honda

It goes without saying that the intercooling system is an integral part of any turbocharged vehicle. What's the sense of trying to cram more air into the cylinders if it can't be compressed that easily. In fact, that almost defeats the entire point of having a turbo installed on your engine. For those of you who have a craving to crank up the heat on your hot-Honda by lowering your intake temps, we already devised a solution for you. However, much like how your CTR transports you from A to B, your chilled charged air still requires a delivery method.

Until we can somehow devise a pipe-less intercooler system, ensuring that

When it comes to shopping for an upgraded intercooler, the first thing any of us look for is the temperature drop figure. For our new design, that information has still yet to come. For now, we'll focus on the next most interesting specification, which, naturally, is the size of the core. In the case of our new core, that number is 1003mm³. That might just look like a number, but compared to the stock unit, it's a 169% increase in size. One-hundred and sixty nine percent. Crushed it.

How does the number compare, though? What does a 169% increase in size look like in relation to the FK8? Well, lucky for you, the difference in size is quite notable, as it should be when we're more than doubling the size of the stock unit. The stock unit appears as if it fills that entire lower

Honda might have changed the game in the world of hot-hatches with the latest generation of the Civic Type R, but if you recall from the stock review, the FK8's intercooling system barely met the classification of "gamechanger." We're already well on our way to elevating the Type R's charged air heat exchanger to that level, as we covered in our last post, but what about the piping? After all, the car is an ecosystem and can only be as strong as its weakest component.

Discussing the new piping requires a brief recap of our design plans for the intercooler itself. Specifically, we'll start with the revised end tank design. In the Type R's stock form, the piping was a combination of a rubber hose

The car is like an ecosystem. All the components under the hood of your Type R depend on each other to create the lovely symbiotic relationship resulting in speed. When one component falls behind in comparison to the others, the ecosystem as a whole lags. Our goal, as stated where we last left off, was to strengthen all the weak points and keep that turbocharged, aero-dripping, torque-vectoring machine carving corners and exceeding the expectations of FWD vehicles.

Extreme heat exposes a subtle weakness in your Type R. The excess heat will rob your CTR of its full potential on the track and the street, especially when we're talking about the intercooling system. Not only is the hotter air much harder to compress for effective forced induction, it can become a detriment to the

The weeks surrounding the new year are always a time for both reflection and a look ahead. If we look back on how Honda did in 2017, one could say that they made a splash. The previous year was the release of their spiced-up models, such as the Sport Hatch, aka the pseudo-Si, and the real Si as well. How could we forget the hatchback to rule them all, the Type R? Not only did Honda's ramped up hatchback rival the likes of the seasoned veterans of this field, specifically the AWD Focus RS, but it also took the crown for FWD cars at the revered Nürburgring. Even with these accolades, the CTR is still a mass-produced car. This means that it's inherently going to have some drawbacks due to budgets and production deadlines. We're spending 2018 to strengthen the chinks in the Type R's armor.

Ever since the mid-1980s, the Si has had a reputation for adding just the right amount of flavor to the standard Civic. With a tablespoon of suspension upgrades, an ounce of body kitting and interior trim, and just a dash of extra power, the Si follows the same recipe that Volkswagen set with the MK1 GTI. As the Civic has grown and evolved overtime, so has the spiced-up version, and while the Si hatchback might not be around anymore, the formula is still the same.

The newest Si sets itself apart from the standard EX-T. The aggressive new styling, 18" alloys, and sporty interior let everyone know that you're not driving just a Civic. The improvements don't stop there. Along with the enhanced styling, the Si also gets a helical limited slip differential to evenly distribute the extra 25 horses and added torque to the front wheels. Under the hood, however, one might take note that the L15B7 powering the updated Si is the same powerplant that can be found throughout the Civic line, which

At some point early on in our car obsessed years, we've all dropped in a cone filter, with a shiny tube, possibly with some flimsy heat shielding and called it an intake. We've also claimed we could feel the unharnessed power now bellowing out from under the hood. We've all been guilty of it. Really, it was just louder, and maybe with the right combination a few extra horses were added to the pack. Here at Mishimoto, we've moved way past that, as you can see from the amount of fabrication going into developing our initial intake prototype, not to mention the sheer amount of testing that has lead us to our first production sample.

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This is truly the age of forced induction. A clear indication of the trend came with the release of Honda's 10^th generation Civic. After decades of abstaining from giving the intake manifold any extra assistance, we've been delivered a lifetime of naturally aspirated 4 and 6-cylinder engines, which is not necessarily a bad thing. The turbo-less times lead to some truly remarkable engines from the Japanese giant, but enthusiasts craving the extra boost and whine from a turbo or supercharger were left to their own devices.

While this

It's autumn and, more importantly, it's the start of prime boosting season.  The cool, dense air that's characteristic of the changing seasons is much easier to compress and cram into the cylinders, while the lower ambient temperatures help the intercooler. Even with the stock set up, your tenth generation Civic has a little extra pep in its step. But there's no reason to settle for just a little pep when you can get more.

Our new intercooler design brought to life, and fresh out of the box from our factory.