{"product_id":"prl-motorsports-4847rs-drop-in-turbocharger-upgrade-16-26civic-integra-15t","title":"PRL 4847RS Drop-In Turbo Upgrade for 16-26 Civic\/Integra 1.5T","description":"\u003cul\u003e\n\u003cli\u003eUp To 341 WHP On E85 Blend \u003c\/li\u003e\n\u003cli\u003eStock-Like Spool Below 3,000 RPM \u003c\/li\u003e\n\u003cli\u003eTrue Drop-In, Fully Reversible \u003c\/li\u003e\n\u003cli\u003eDyno-Proven On 10th \u0026amp; 11th Gen \u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003c!-- split --\u003e\n\u003cul class=\"tabs\"\u003e\n\u003cli\u003e\u003ca class=\"active\" href=\"#Description\"\u003eDescription\u003c\/a\u003e\u003c\/li\u003e\n \u003cli\u003e\u003ca href=\"#VehicleFitment\"\u003eVehicle Fitment\u003c\/a\u003e\u003c\/li\u003e \u003c\/ul\u003e\n\u003cul class=\"tabs-content\"\u003e\n\n\n\u003cli class=\"active\" id=\"Description\"\u003e\n\u003ch3\u003ePRL Motorsports 4847RS Drop-In Turbo Upgrade - Civic Si, Integra \u0026amp; Accord 1.5T\u003c\/h3\u003e\n\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\n\u003ch4\u003eThe Numbers PRL Measured\u003c\/h4\u003e\n\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003e11th gen Civic:\u003c\/strong\u003e 192 whp stock, up to \u003cstrong\u003e308 whp on 93 octane\u003c\/strong\u003e and \u003cstrong\u003e341 whp on E26\u003c\/strong\u003e ethanol blend. That's a 47% peak gain on pump gas and 56% on E26.\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003e10th gen Civic Si:\u003c\/strong\u003e 208 whp stock, up to \u003cstrong\u003e302 whp on 93 octane\u003c\/strong\u003e and \u003cstrong\u003e324 whp on E26\u003c\/strong\u003e. Roughly 45% on pump gas, 50% on E26.\u003c\/p\u003e\n\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\n\n\u003cp\u003e\u003cem\u003e11th 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.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/PRL_11th_Gen_Turbo.jpg?v=1789749175\" alt=\"\"\u003e\u003c\/em\u003e\u003c\/p\u003e\n\n\n\u003cp\u003e\u003cem\u003e10th 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.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003e\u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/PRL_10th_Gen_Turbo.jpg?v=1789749179\" alt=\"\"\u003e\u003c\/em\u003e\u003c\/p\u003e\n\n\u003ch4\u003eStock Spool, Not Big-Turbo Lag\u003c\/h4\u003e\n\n\u003cp\u003eThis is the design decision that makes it worth buying over a bigger turbo.\u003c\/p\u003e\n\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\n\u003cp\u003ePRL 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.\u003c\/p\u003e\n\n\u003cp\u003eWhat you get is a car that's docile in traffic and pulls like something much more expensive when you ask it to.\u003c\/p\u003e\n\n\u003ch4\u003eCeramic Ball Bearing CHRA\u003c\/h4\u003e\n\n\u003cp\u003eThe center section runs a Si3N4 ceramic ball bearing cartridge rather than a journal bearing.\u003c\/p\u003e\n\n\u003cp\u003eCeramic 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.\u003c\/p\u003e\n\n\u003cp\u003eIt's the kind of internal that separates a purpose-built upgrade turbo from a mildly reworked factory unit.\u003c\/p\u003e\n\n\u003ch4\u003eBuilt To Hold The Power\u003c\/h4\u003e\n\n\u003cp\u003eThe rotating assembly is chosen for strength where it matters.\u003c\/p\u003e\n\n\u003cp\u003eA \u003cstrong\u003e7075 point-milled compressor wheel\u003c\/strong\u003e handles the intake side, paired with an \u003cstrong\u003eInconel 713C turbine wheel\u003c\/strong\u003e on the hot side and a \u003cstrong\u003e42CrMo shaft\u003c\/strong\u003e 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.\u003c\/p\u003e\n\n\u003cp\u003eThe 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.\u003c\/p\u003e\n\n\u003ch4\u003eBigger Where It Counts\u003c\/h4\u003e\n\n\u003cp\u003eThe wheel dimensions tell the story against the factory unit.\u003c\/p\u003e\n\n\u003ctable\u003e\n    \u003cthead\u003e\n        \u003ctr\u003e\n            \u003cth scope=\"col\"\u003e\u003cbr\u003e\u003c\/th\u003e\n            \u003cth scope=\"col\"\u003eFactory\u003c\/th\u003e\n            \u003cth scope=\"col\"\u003ePRL 4847RS\u003c\/th\u003e\n        \u003c\/tr\u003e\n    \u003c\/thead\u003e\n    \u003ctbody\u003e\n        \u003ctr\u003e\n            \u003ctd\u003eCompressor inducer\u003c\/td\u003e\n            \u003ctd\u003e36.3mm\u003c\/td\u003e\n            \u003ctd\u003e48.3mm\u003c\/td\u003e\n        \u003c\/tr\u003e\n        \u003ctr\u003e\n            \u003ctd\u003eCompressor exducer\u003c\/td\u003e\n            \u003ctd\u003e47.7mm\u003c\/td\u003e\n            \u003ctd\u003e60mm (62.2mm extended fins)\u003c\/td\u003e\n        \u003c\/tr\u003e\n        \u003ctr\u003e\n            \u003ctd\u003eTurbine inducer\u003c\/td\u003e\n            \u003ctd\u003e42mm\u003c\/td\u003e\n            \u003ctd\u003e41.5mm\u003c\/td\u003e\n        \u003c\/tr\u003e\n        \u003ctr\u003e\n            \u003ctd\u003eTurbine exducer\u003c\/td\u003e\n            \u003ctd\u003e34mm\u003c\/td\u003e\n            \u003ctd\u003e47mm\u003c\/td\u003e\n        \u003c\/tr\u003e\n    \u003c\/tbody\u003e\n\u003c\/table\u003e\n\n\u003cp\u003eA 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.\u003c\/p\u003e\n\n\u003ch4\u003eTrue Drop-In, Fully Reversible\u003c\/h4\u003e\n\n\u003cp\u003eIt 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.\u003c\/p\u003e\n\n\u003cp\u003ePRL 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.\u003c\/p\u003e\n\n\u003ch4\u003eYou Need A Tune\u003c\/h4\u003e\n\n\u003cp\u003eBeing clear, since the power figures depend on it.\u003c\/p\u003e\n\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\n\u003cp\u003eA 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.\u003c\/p\u003e\n\n\u003ch4\u003eWhat's Included\u003c\/h4\u003e\n\n\u003cul\u003e\n    \u003cli\u003ePRL 4847RS 1.5T turbocharger\u003c\/li\u003e\n    \u003cli\u003ePRL 4847RS turbo support bracket\u003c\/li\u003e\n    \u003cli\u003ePRL 4847RS turbo gasket kit\u003c\/li\u003e\n\u003c\/ul\u003e\n\n\u003ch4\u003eFitment\u003c\/h4\u003e\n\n\u003cp\u003e2016-2021 Honda Civic 1.5T (PRL-1108-1-0)\u003cbr\u003e2022-2026 Honda Civic 1.5T and 2023-2026 Acura Integra 1.5T (PRL-1109-1-0)\u003cbr\u003e2018-2022 Honda Accord 1.5T\u003c\/p\u003e\n\n\u003cp\u003eThe 10th and 11th gen turbos share identical specifications. 6-speed manual and CVT. Select your chassis at checkout.\u003c\/p\u003e\n\n\u003ch4\u003eWho Should Run This\u003c\/h4\u003e\n\n\u003cp\u003eThis 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.\u003c\/p\u003e\n\n\u003cp\u003e\u003cstrong\u003eFits:\u003c\/strong\u003e 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. \u003cstrong\u003ePower:\u003c\/strong\u003e up to ~308 whp \/ 341 whp E26 (11th gen), ~302 whp \/ 324 whp E26 (10th gen), with full bolt-ons per PRL testing. \u003cstrong\u003eCHRA:\u003c\/strong\u003e Si3N4 ceramic ball bearing. \u003cstrong\u003eRotating assembly:\u003c\/strong\u003e 7075 compressor wheel, Inconel 713C turbine, 42CrMo shaft. \u003cstrong\u003eIncludes:\u003c\/strong\u003e turbo, support bracket, gasket kit. \u003cstrong\u003eInstall:\u003c\/strong\u003e true drop-in, no modifications, fully reversible. \u003cstrong\u003eRequires:\u003c\/strong\u003e tuning.\u003c\/p\u003e\n\u003c\/li\u003e\n\n \n\u003cli id=\"VehicleFitment\"\u003e\n \u003cp\u003e2023-2026 Acura Integra Base\/ASpec\u003cbr\u003e2018-2022 Honda Accord 1.5T\u003cbr\u003e2016-2021 Honda Civic Si\/EX-T\u003cbr\u003e2022-2026 Honda Civic Si\/Sport 1.5T\u003c\/p\u003e \n\u003c\/li\u003e\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\u003c\/ul\u003e\n","brand":"PRL Motorsports","offers":[{"title":"22-26 Civic Si\/Integra 1.5T","offer_id":47655697350690,"sku":"PRL-1109-1-0","price":1699.0,"currency_code":"USD","in_stock":false},{"title":"16-21 Civic Si\/1.5T","offer_id":47655697383458,"sku":"PRL-1108-1-0","price":1699.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/2218\/5701\/files\/PRL-1109-1-0_rg7o.jpg?v=1789749187","url":"https:\/\/www.hybrid-racing.com\/products\/prl-motorsports-4847rs-drop-in-turbocharger-upgrade-16-26civic-integra-15t","provider":"Hybrid Racing","version":"1.0","type":"link"}