PRL 4847RS Drop-In Turbo Upgrade for 16-26 Civic/Integra 1.5T

PRL Motorsports 4847RS Drop-In Turbo Upgrade - Civic Si, Integra & Accord 1.5T

This is the turbo for people who want real power without turning the car into a project. It drops into the factory location with no additional hardware, spools like stock down low, and then pulls to roughly 300+ wheel horsepower on pump gas where the factory turbo runs out of breath. On PRL's own testing, that's a 45 to 47% peak gain over stock, and it's fully reversible.

The Numbers PRL Measured

This isn't estimated, it's dyno tested on both the 10th and 11th gen platforms with a full PRL bolt-on setup and tuning by Innovative Motorworks.

11th gen Civic: 192 whp stock, up to 308 whp on 93 octane and 341 whp on E26 ethanol blend. That's a 47% peak gain on pump gas and 56% on E26.

10th gen Civic Si: 208 whp stock, up to 302 whp on 93 octane and 324 whp on E26. Roughly 45% on pump gas, 50% on E26.

The mid-range gain is arguably more impressive than peak. On the 11th gen, at 3,500 rpm the car makes 74 more wheel torque than stock, a 34% jump in usable torque within a 500 rpm window. That's the part you feel every time you accelerate, not just at wide-open throttle.

11th gen Civic testing, full PRL bolt-on setup, tuning by Innovative Motorworks on KTuner. Power stays stock-like below 3,000 rpm, then pulls hard past 300 whp where the factory turbo falls off.

10th gen Civic Si testing. Same turbo, same behavior: 302 whp on 93 octane and 324 whp on E26 from a 208 whp baseline. The 10th and 11th gen turbos share identical specifications.

Stock Spool, Not Big-Turbo Lag

This is the design decision that makes it worth buying over a bigger turbo.

The temptation with a turbo upgrade is to chase peak numbers, but a large turbo that makes big power up top usually spools late and feels dead below it. On a street car that's a poor trade, since you spend most of your time in the low and mid range.

PRL sized this to come on strong early. Below 3,000 rpm the power delivery stays close to stock, deliberately, so the car drives the way it did from the factory. Past that the curve opens up hard. In testing, full boost hit right at 4,000 rpm, which is genuinely quick spool for the power it makes.

What you get is a car that's docile in traffic and pulls like something much more expensive when you ask it to.

Ceramic Ball Bearing CHRA

The center section runs a Si3N4 ceramic ball bearing cartridge rather than a journal bearing.

Ceramic ball bearings have lower friction than a journal setup, which means the turbo spins up more readily and more consistently. That translates directly into the quick spool the dyno data shows, and it's more efficient and durable under sustained load.

It's the kind of internal that separates a purpose-built upgrade turbo from a mildly reworked factory unit.

Built To Hold The Power

The rotating assembly is chosen for strength where it matters.

A 7075 point-milled compressor wheel handles the intake side, paired with an Inconel 713C turbine wheel on the hot side and a 42CrMo shaft tying them together. Inconel is a nickel superalloy that holds up to the extreme exhaust gas temperatures a turbine wheel sees, which is exactly where cheaper materials fail.

The wastegate arm is Inconel as well, and dual oil sealing rings handle reliability under the conditions this turbo is built to run. These are the details that determine whether a turbo survives being used hard.

Bigger Where It Counts

The wheel dimensions tell the story against the factory unit.

A considerably larger compressor moves more air, while the turbine is sized to keep spool quick rather than chasing top-end at the expense of response.

True Drop-In, Fully Reversible

It installs in place of the factory turbo with no modifications. Fitment mirrors the factory component, and the kit includes the support bracket and gasket kit needed to do the job.

PRL describes it as a weekend job for anyone with basic hand tools and some wrenching experience, and because nothing is permanently altered, the car can go back to bone stock whenever you want. On a leased or warrantied car, that reversibility matters.

You Need A Tune

Being clear, since the power figures depend on it.

This turbo requires tuning to realize its potential, and the dyno results were achieved with a full PRL bolt-on supporting setup: intake, turbo inlet, intercooler, charge pipes, front pipe, and exhaust. The turbo is the centerpiece, but it's the whole package that produces those numbers.

A flex fuel setup unlocks the E26 figures. On the stock fuel system, these cars support up to roughly 30% ethanol before hitting injector limits, which is where those E26 numbers come from.

What's Included

• PRL 4847RS 1.5T turbocharger
• PRL 4847RS turbo support bracket
• PRL 4847RS turbo gasket kit

Fitment

2016-2021 Honda Civic 1.5T (PRL-1108-1-0)
2022-2026 Honda Civic 1.5T and 2023-2026 Acura Integra 1.5T (PRL-1109-1-0)
2018-2022 Honda Accord 1.5T

The 10th and 11th gen turbos share identical specifications. 6-speed manual and CVT. Select your chassis at checkout.

Who Should Run This

This is for the 1.5T owner who wants a genuine jump in power, roughly 100 wheel horsepower over stock, without stepping into a complex big-turbo build. Stock-like manners below 3,000 rpm, a hard pull everywhere above it, ceramic bearings for quick spool, and materials built to hold up. It's a bolt-on you install in a weekend and reverse just as easily. Get it tuned, add the supporting mods, and drive something that feels transformed.

Fits: 2016-2021 Honda Civic 1.5T (PRL-1108-1-0), 2022-2026 Civic 1.5T and 2023-2026 Integra 1.5T (PRL-1109-1-0), 2018-2022 Accord 1.5T, manual and CVT. Power: up to ~308 whp / 341 whp E26 (11th gen), ~302 whp / 324 whp E26 (10th gen), with full bolt-ons per PRL testing. CHRA: Si3N4 ceramic ball bearing. Rotating assembly: 7075 compressor wheel, Inconel 713C turbine, 42CrMo shaft. Includes: turbo, support bracket, gasket kit. Install: true drop-in, no modifications, fully reversible. Requires: tuning.