PRL P700 Drop-In Turbocharger for FK8/FL5 Type R/DE5 Type S

PRL Motorsports P700 Drop-In Turbocharger Upgrade - Honda & Acura 2.0T (K20C)

You've done the bolt-ons. You've done the fuel system. And you're still sitting there thinking the car could do more, because it can. This is where the turbo comes in, and the P700 is the biggest drop-in PRL builds for the Honda and Acura 2.0T. It'll support 600-plus horsepower on the K20C without giving up the quick spool that makes these cars fun to actually drive. Here's the part people love: it drops into the factory turbo location. You're not tearing your engine bay apart for a big-turbo kit and losing street manners to get there. You bolt it into the stock spot and you unlock serious power. One of these ran a 10.57 at 135 in a customer's car, so you already know how deep this rabbit hole goes.

Read This First: What Your Car Needs To Run The P700

This is the most important thing on the page, and it's not the same answer for every car, so slow down here before you order.

You're going to need a tune, no exceptions. The P700 isn't a bolt-it-on-and-drive part. It has to be calibrated, and there's a basemap for the FK8 Civic Type R in Hondata software to get you rolling. Have your tuning lined up before this thing shows up at your door.

If you've got an FK8 Civic Type R, you've got it easy. This is a true 100% drop-in for your car. It goes in the factory location, keeps your factory heat shields, and needs nothing extra beyond the tune. That's it.

If you've got a 2.0T Accord, TLX, or RDX, read carefully. The good news first: PRL cast an O2 bung right into the turbine housing for your cars, which means you don't have to go buy an FK8-style downpipe just to bolt this on. Other drop-in turbos make you do exactly that, and this one doesn't. The catch is that your car needs three factory Honda parts to finish the job: a turbocharger water pipe A, an FK8 electronic wastegate actuator arm, and the factory FK8 turbocharger mounting bracket. Grab those with your turbo so you're not stuck halfway through the install waiting on a bracket.

How It Makes Big Power Without Going Lazy

Here's the problem every factory-location turbo runs into when you chase big power: shaft speed and backpressure. Push a small turbo hard and the shaft spins dangerously fast while the exhaust side chokes, and that's how you kill turbos and flatten power up top. PRL went after both. They squeezed in a bigger high-efficiency compressor wheel, 58mm in and 71mm out, so it moves more air while spinning slower. To put numbers on it: at 600 horsepower this turbo turns roughly 140,000 rpm versus about 165,000 on the smaller P600. That's 15 percent less shaft speed, which means less stress and a turbo that lasts. Then they opened up the wastegate bore to let exhaust out and keep backpressure down. The payoff is a turbo that hits harder at every boost level and still spools like you'd want, instead of making you wait for it.

Built To Take The Abuse

Nothing about this turbo is cheaped out, because it can't be at this power level. The center section is billet 304 stainless spinning on dual ceramic ball bearings, so it's lighter and tougher, and it runs a bigger water jacket to shed heat where the turbo needs it most. The compressor wheel is point-milled billet 7075 aluminum with genuinely modern aero, tapered tips and cutback blade edges, and the turbine wheel is Inconel 713C, which is the stuff that shrugs off the brutal heat the exhaust side lives in. Just as important for a drop-in, it reuses your factory oil and coolant lines, your factory bypass valve, and your factory wastegate actuator, so it plays nice with what's already on the car.

What The P700 Fits

It fits the K20C 2.0T across the Honda and Acura lineup, every variant included, RHD, 10AT, 6MT, and international cars. Find your car and check what it needs:

Installing Your P700

Two things to nail on the install. Get both copper crush washers seated right, one on top and one on the bottom of the banjo fitting, sandwiched by the banjo bolt, and torque that banjo bolt to 35 Nm, which is about 25.9 ft-lb. And since a turbo lives or dies on how you treat it, do yourself a favor and read PRL's turbocharger maintenance writeup before and after you install it. Five minutes now saves you a turbo later.

Turbocharger Specs

• Cast 304 stainless steel, dual ceramic ball bearing CHRA
• Cast aluminum stock-location compressor housing with anti-surge inlet
• Cast 304 stainless turbine housing with integrated O2 sensor bung (Accord, RDX, TLX compatibility)
• High-efficiency point-milled 9-blade billet 7075 aluminum compressor wheel (58mm inducer, 71mm exducer)
• High-efficiency Inconel 713C 9-blade turbine wheel (54mm inducer, 49mm exducer)
• Increased wastegate diameter for lower backpressure

What's In The Kit

• P700 turbocharger assembly
• Premium mounting hardware and gasket kit
• Oil feed filter and O-ring assembly
• Oil feed crush washers

Who Should Run The P700

This is for the person who's done playing and wants real power out of their 2.0T, but doesn't want to give up a car they can still daily to get it. Chasing 600-plus in your FK8, waking up a heavy TLX or RDX that deserves more, building a DE5 Integra Type S into something unhinged, this is the turbo that gets you there and still spools like a street car. Get your tune sorted, grab whatever supporting parts your car needs off the list above, and go build something that embarrasses cars that cost triple.

Fits: Honda K20C 2.0T, 2017-2021 Civic Type R (FK8), 2023-2026 Civic Type R (FL5), 2018-2022 Accord 2.0T, 2024-2026 Integra Type S (DE5), 2019-2025 RDX, 2021-2025 TLX, all variants including RHD, 10AT, 6MT, and international. Capacity: 600+ horsepower. Tuning: ECU calibration required (FK8 basemap available in Hondata). Fitment note: 100% drop-in on FK8; Accord, TLX, and RDX require turbocharger water pipe A, FK8 electronic wastegate actuator arm, and factory FK8 mounting bracket. O2 bung: integrated in turbine housing for Accord, TLX, RDX, no aftermarket downpipe required. CHRA: billet 304 stainless, dual ceramic ball bearing. Compressor: 9-blade billet 7075, 58mm/71mm. Turbine: 9-blade Inconel 713C, 54mm/49mm.