Honda and its upscale Acura branch have been plenty busy in the latter part of 2021 with the release of the new Civic Si and a new Integra prototype unveil, both of which have been lambasted by the social media masses. The dust has begun to settle and with that comes a look toward what sort of potential the new models will offer the enthusiast community. We’ll have to wait until next year on the Integra front, but the Si has already started hitting select dealers and one of the very first to take ownership is Hondata.
Innovators in the Honda tuning space since 1999, Hondata is quick to take on new car challenges in order to offer its massive fan base various tuning solutions to realize more power and torque, and improve their driving experience. With the previous generation, the group was able to extract significant power first with their reflash options, followed by their user-friendly FlashPro system—a plug-and-play device that allows custom tailored tuning and carries a suite of off-the-shelf programs to maximize power with various bolt on upgrades.
Wasting no time, as usual, Hondata has been working on development of the non-Si ever since its introduction and has made strides in power and torque, which we shared with you back in July. Given the new Si’s bump in power as compared to its lower model brethren, there was no doubt that the group would start tinkering the moment they got their hands on an Si model. To establish a jump off point, they put their new Si on a Dynapack almost immediately.
Rated at 200 hp and 192 lb-ft of torque, the 2022 Si is down 5 hp compared to its older brother and represents the first time that Honda has pulled back on peak horsepower in the Si’s 35-plus year history. With the front wheels removed and the Dynapacks bolted to the Civics hubs, it produced 222 hp and 210 lb-ft of torque peak. Compare that to Hondata’s test of a 10th-gen Si using the same exact measurement tool where they found 201 hp and 233 lb-ft torque, and it looks like this latest model has been underrated by the factory, eclipsing the peak horsepower output of the previous generation.
Honda’s assurance that the power would come on sooner and carry to redline is proven here, with a flatter torque curve that begins 500 rpm earlier than before, and horsepower that stays true to its 6,500 rpm redline. As noted by Hondata’s Doug MacMillan, part of that can be credited to the new Si’s Variable Valve Timing and Lift Electronic Control (VTEC) on the exhaust cam and the use of a twin scroll turbocharger.
Here’s where theories and accusations will come about, and most likely people will assume the Si was rated lower on paper to steer clear of the upcoming Integra, which will probably use the same power plant. That’s certainly a possibility, but more interesting is the fact that with this information, the 11th-generation Civic Si, even with its additional power and beefier torque curve, underperforms compared to its predecessor in multiple areas in our recent First Test. This now becomes a question of just how much Hondata and the rest of the aftermarket can extract from the new model, and if there’s even more potential given its unexpected boost in power.
Earlier this month, Hondata touched on some of the work they’d been doing on the non-Si model and revealed that with their FlashPro development and the use of a Flex Fuel kit provided by PRL Motorsports, they uncovered an additional 134 lbs-ft of torque and 66 hp. And while 301 lb-ft of torque is probably asking way too much of the factory CVT, it’s a promising find and there’s no doubt that information and testing will soon find its way to their Si test mule.
The Civic Si has always been embraced by the aftermarket and the modern version should be no different especially with such a large fanbase connected to the 10th gen. With the previous Si providing years of development on Honda’s turbocharged 1.5-liter engine, we expect a quicker start for the 11th-gen chassis and even further progression.
Sidebar: Know Your Dyno
So that all of this makes sense to those that aren’t well versed in dyno, hub, and flywheel horsepower numbers, here’s a quick rundown. The factory rates a vehicle’s output by what the engine produces.at its flywheel, without any loss of power experienced when transferred through the axles to the wheels. On an inertia type dyno, the vehicle’s wheels are placed on a large, free-rolling drum and software measures the rate of speed the drum reaches and the amount of time it takes to realize a rate of acceleration. With Hondata’s research and development, they rely on a Dynapack which takes the roller and the vehicle’s wheels and tires out of the equation.
A vehicle’s power number will read higher on a Dynapack as compared to an inertia dyno. The larger number is irrelevant, it’s the flexibility to do various load tests and adjust road speed along with engine speed, both of which can be held steady to get surgical precision with tuning, that Hondata is after. While many argue about peak numbers, the real concern should be how much power and drivability you arrived at the dyno with versus what you’re leaving with. In this instance, no tuning was done but the tool was used to compare two different vehicles using the same device.
Source: Read Full Article