* Dynamometer model:
SP Engineering Dynojet
The '90 to '93 Acura Integra (DA6) has been a popular vehicle among sport compact enthusiasts since its debut in the U.S. 19 years ago. The 1.8L twin-cam engine was possibly its most appealing feature, as would-be enthusiasts wasted no time in snatching them off showroom floors and purchasing aftermarket parts to uncap hidden horsepower potential.
With any older vehicle, routine maintenance is a necessity prior to modification--we found ourselves replacing or repairing multiple engine components on our Integra that had deteriorated over the years. Although its B18A1 power plant is a reliable engine that has been known to run well past the 200K-mile marker, it's important to keep up with periodic inspections to avoid costly repairs in the future.
With 180K miles on the Integra's odometer, the car was filled with Shell V-Power, and given a routine oil, spark plug, and stock filter replacement before being strapped onto the SP Engineering dyno for its baseline 118.3 hp and 110.7 lb-ft of torque run--right on par with previous Integras we've tested.
GReddy's Ti-C cat-back exhaust system offers both visual appeal and performance, using 60mm stainless exhaust piping, a Power Extreme II polished stainless steel canister, and a heat-treated titanium tip. Our Ti-C exhaust increased performance while maintaining under 94db sound levels when used with the included silencer.
Exhaust, mid-piping, mounting hardware, catalytic converter adapter, license plate frame, instructions
Your car's catalytic converter nuts will likely require plenty of penetrating lubricant before removal. Upon installing the new exhaust system, we found adjusting the mid-pipe and canister before tightening the bolts helped keep the exhaust tip from precariously resting on the rear bumper.
10-, 12-, 14- and 17mm socket, 10-, 12-, 14- and 17mm open end, ratchet, extension, WD-40, and anti-seize.
Every Ti-C exhaust kit includes a mid-pipe/catalytic converter adapter--not often included with competitors--which must be used if your car is a '92-'93 model, to compensate for a length change in the factory header those years. Your '90-'91 cars won't need the adapter.
Not All Gasolines Are Created Equal
The quality of gasoline can actually make a difference in a vehicle's performance. Almost all gasoline brands offer "premium grade", high-octane fuel at their pumps, however, the premium title doesn't always equate to a premium-quality fuel.
Car manufacturers determine the octane level requirement for their vehicles based on engine design, and recommend premium-grade gasoline for specific cars (check your owner's manual for details). In fact, many automakers advocate high-octane gasoline for premium vehicles because it protects engines from knock, helps ensure top performance and power, as well as optimizes fuel consumption and lowers emissions.
Shell V-Power takes high-octane gasolines one step further by offering the new, Nitrogen Enriched Cleaning System--a unique, patented formula exclusive to Shell. With five times the amount of cleaning agents required by federal government standards, Shell V-Power provides maximum protection, seeking and destroying engine gunk left behind by lower-quality gasolines to help your vehicle maintain peak performance.
For more information on Shell V-Power, please visit www.shell.com/us/vpower
AEM's new cold air intake system utilizes a Dryflow Synthetic Air Filter that is said to provide 99.25 percent filtration without the use of filter oil. The lightweight aluminum intake tubing is mandrel-bent and reinforced with TIG-welded brackets and fittings, for superior flow characteristics and added durability. Each system is guaranteed by AEM for the life of the vehicle on which it's installed, and is CARB approved and 50-state legal, unless otherwise stated.
The factory intake resonator proved to be a complete pain in the ass to remove, as even the daintiest of hands could not loosen the 10mm bolt that sat tightly pressed on the vehicle's chassis. Using a set of swivels and flex sockets, we were able to finagle the bolt loose to make room for the new intake.
Intake, filter, mounting hardware, bracket, hoses, stickers, instructions
10-, 12-, 14-mm socket, 10-, 12-mm open end, ratchet, extension, and needle-nose pliers.
Replacing the factory intake with our new AEM system gained the B18 engine 8.0 hp and 9.9 lb-ft of torque at 4,600 rpm. The dyno revealed a strong performance gain from 3,300 rpm to 4,700 rpm, but noted a minor drop in power from 4,750 rpm to 5,250 rpm, which we concluded could be resolved with the addition of an aftermarket header.
The DC Sports 4-2-1 two-piece header comes in a ceramic-coated finish to ensure longevity from any harsh environment and extreme-temperature condition. Using mandrel-bent tubing, CNC-machined flanged and O-ring seals, each DC Sport header has been robotically TIG welded to provide maximum power gains and eliminate leaks.
Upon first glance, we were skeptical of the included O-ring gaskets that seal the two sections of the header. The thin O-ring design moves away from the conventional full-sized gaskets we were more accustomed to, but our fears were quickly put to rest as the gasket provided a crush-type seal with no unwanted leaks.
Header, hardware, exhausts gaskets, O2 adapter, and instructions
10-, 12-, 14- and 17mm socket, 10-, 12-, 14- and 17mm open end, ratchet, extension, crescent wrench, WD-40, anti-seize.
Falling into the rusted bolt scenario once again, we applied plenty of lubricant to help speed up the removal process, and the factory cross member had to be removed in order to gain proper access to the three bolts holding the factory header together. With our new header in place, the Integra gained a range of three to four horsepower and torque from 5,300 rpm to redline, and our 4,800 rpm loss in power from the previous run was eliminated.
|HP Level||+HP||TQ Level||+TQ|
|GREDDY Ti-C EXHAUST||121.9||3.6||113.1||2.4|
|AEM COLD AIR INTAKE||123.2||1.3||119.4||6.3|
|DC SPORTS 4-2-1 HEADER||127.9||4.7||119.8||0.4|
With our three bolt-on products, the B18A1 power plant delivered a peak gain of 9.6 hp and 9.1 lb-ft of torque over baseline. As impressive as our peak gains were, the final dyno run versus our baseline figure was even more so at 4,500 rpm, where the dyno revealed an increase of 12 hp and 14.5 lb-ft of torque.
|GREDDY Ti-C EXHAUST||$660.00|
|AEM COLD AIR INTAKE||$297.15|
|DC SPORTS 4-2-1 HEADER||$428.44|