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RSX DC5 & Civic EP3 (02-05)

Are you driving a first-generation K-Series platform? If so, take the performance of your Acura RSX DC5 or Honda Civic Si EP3 to the next level with a turbocharged solution from Full-Race! Bolt-on some boost pressure with a Full-Race turbo kit! Various systems are available with BorgWarner EFR or AirWerks turbochargers in addition to Garrett based kits. If you are piecing together your own turbo kit, we’ve got everything you need, including manifolds, intercoolers, piping kits and wastegates. Make Full-Race your one-stop shop for boosted performance!

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A Smarter VTEC Engine
Model year 2002 marked a significant change in the platform designs that Honda released. This was the year that Honda introduced its new engine platform, the K-Series. This successor to the benchmark B-Series engine that had been produced for over 12 years was the next evolution in Honda’s engine design. Offering VTEC with intelligence (i-VTEC) that adds variable camshaft timing, along with roller rocker valvetrain actuation and coil-on-plug ignition hardware, the new engine provides a plethora of newer technologies that many try to retrofit to the older B-Series engines.

Enter the EP3
After Honda finally released a Civic Si (1999-2000 EM1) in America with a B16 engine, they retired the venerable but aging engine in favor of newer technology. When Honda released the EM1’s successor, the 2002 Civic Si (chassis code EP3), its futuristic styling left consumers with quite a bit to be desired. Fortunately, the EP3 came with the new K20A3 engine. This successor to the B16A featured a host of modern equipment, including a coil-on-plug ignition, roller rocker valvetrain and i-VTEC. The new i-VTEC system takes the efficiency of the old VTEC technology and adds variable camshaft timing to the intake cam of the engine. The result is same power rating as a B16A (160 horsepower) with improved torque output across a broader, more usable RPM range.

Integra Out, RSX In
Honda’s premium marque, Acura, endeavored to remodel its image as a luxury brand at the turn of the millennia. Abandoning its previous naming conventions (Legend, Vigor, Integra), Acura shifted to letter designations as it had with its flagship model, the NSX. After its widely popular Integra design went largely unchanged for an extra model cycle (the Integra was due for redesign in 1998, but was given a minor facelift and refinements and run for an additional four years), many were excited about the prospect of the next generation Integra. As spy photos came out and more information became released, the excitement continued to build. Once Acura unveiled the Integra’s successor, the RSX (chassis code DC5), it was met with a mixed bag of interest. The body lines received mixed reviews and the change from a double wishbone suspension to MacPherson struts got a lukewarm reception. Fortunately, the successor to the B-Series engine, the K-Series, helped to offset these concerns and shed a positive light on the new DC5. The K20A3 offered in the standard RSX is the same one shared with Honda’s EP3 Civic Si. The flagship RSX Type S (instead of Type R, which was only made available in Japan), came with the K20A2 engine making 200 horsepower and 142 lb-ft torque. Like the K20A3, this 2.0-liter mill also features i-VTEC, but benefits from variable cam timing on both the intake and the exhaust cam for optimal volumetric efficiency and torque production across a broader RPM range. For the 2005-06 RSX Type S, Honda upgraded the DC5 with the K20Z1 engine boasting 210 horsepower and 143 lb-ft torque.
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