Page 2 - honda

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.

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.

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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.

Mishimoto 2017+ Honda Civic Type R Direct Fit Catch Can PreSale

No matter the manufacturer, the term "sports car" seems to have a special relationship with the color red. Something about this vibrant hue has become synonymous with a vehicle's performance characteristics. This is a trend that Honda seems to have taken to heart. If you look back to all the fast Hondas that rolled out of the factory, at the very least they're adorned with Honda's scarlet badge on the front grille. Regardless of what angle you look at the FK8, the accenting splashes of red stand out like a coat of arms. From the pinstripes lining the bumpers to the encapsulating red bucket seats and pop of the Type R's engine bay centerpiece, the cover, there's an indication that the CTR belongs to a certain class of car.

Intakes are typically the first modification that any automotive enthusiast would recommend in the name of quick power gains. It's really no surprise either. If you take a look at any modern vehicle on the road today, including the Civic Type R, stock intakes are full of silencers, restriction points, and accordion-style hoses. Those are three things that I know every gearhead doesn't want, and in fact it's quite the opposite when looking to add some power, so we've been researching solutions to get rid of them.

To start, let's briefly revisit our stock air intake.

Engine blow-by is something that affects just about every engine on the road. Though plenty of manufacturers have made leaps and bounds in filtering blow-by from the intake, finding clever ways to keep the carbon deposits from building up on intake valves, blow-by remains an issue. This should come as no surprise if you've spent any time on our blog. Just about every type of car and truck that has made its way into our R&D facility, ranging from BMWs to F-150s, and even the 1.5T found in the base Civics, have all produced varying levels of the murky stuff. The K20C1 is likely to be no exception to this trend. That leaves it up to us at Mishimoto to make sure none of the contaminates in the crankcase gasses make it to your valves.

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It's finally here. After 20 years, and a few extra months of waiting, the Civic Type R has made its way to the States. I have to say, if the standard Civic wasn't striking enough, the Type R has the qualities to make it one scalding hot hatchback. While some of the components carried over from the last generation, including some of the aerodynamics and the return of the mighty K20C1, the FK8 actually went on a bit of a diet and received not only a cosmetic makeover, but also a suspension overhaul fit for the new king of the Nürburgring. It's easy to see why so many are willing to pay thousands over MSRP for the chance to call this new Civic their own.

Something about that wing lets

The section of I95 between Baltimore and Philadelphia might seem like drab and uninspired stretch of pavement for the millions of commuters and travelers getting from point A to point B. However, it  serves as the main artery for bringing together people every year in a celebrated event to scarf down the savory staple of Philadelphia's culinary prowess, the cheesesteak. It's not just any group of people, but rather an extensive faction of gear-heads piloting the best vehicles that Germany, England, Japan, and America have to offer to satisfy their craving for speed and the fine mixture of cheese wiz and steak. What caused this yearly pilgrimage to South Philly's very own Tony Luke's cheesesteak stand? Simply one man who found Bimmers and cheesesteaks belonged together, and clearly others shared his appreciation for the combo before finally the event took its current form.

Turbocharger compressors like denser air, which is why us car enthusiasts joke about how, although the winter is the motorsports off-season, it's peak "boost" season. Cars with forced induction love the colder, denser climates because by driving in colder weather, the turbocharger or supercharger gets fed a bit more air than in warmer weather. That's why you might feel a harder punch from the gas pedal in the middle of a freezing Chicago December compared to a Daytona Beach July.

Since we don't all boost happily in the Siberian Tundra, the way to replicate this effect is by finding a way to supply more air to your method of forced induction. One way to do so is by making your intercooler piping or charge pipes larger. Larger pipes allow more airflow, which translates to more power. Our lead engineer for this entire intercooler project is very familiar with this idea, before creating larger pipes, we must first evaluate the stock pipes - hot side and cold side - to know exactly what we