Skunk2's Pro Series Intake Manifold for Honda's K-series features a larger plenum and shorter. Specifically made for the 06-11 Civic Si (K20Z3). Our Honda Civic receives a JDM Intake Manifold and. JDM Intake Manifold and Kelford Cam Install. The factory K20Z3 valve lash tolerances for the intake cam. Vicidial Installation Step By Step Guide here. Find great deals on eBay for k20z3 intake manifold and k20z3 throttle body. Shop with confidence.

The Honda Civic brags a rich automotive heritage dating back to the first generation '72 model, with its 1.2L engine delivering 60 hp. Eight generations have passed since the Civic's debut, and the most current and arguably best Civic Si comes equipped with a 2.0L K20Z3 i-VTEC engine that produces 197 hp and 139 lb-ft of torque.

Coupled to a six-speed manual transmission with a helical limited slip differential, the Civic is anything but a practical four-door sedan, and handles more like a sports car than a daily commuter. While 197 hp is nothing to sneeze at, when a good friend approached us with the prospect of adding more horsepower to his Si, we couldn't resist. G2 Driving Test Checklist on this page. His car already boasting bolt-ons, after a little research, we learned rumors of a certain JDM intake manifold/New Zealand camshaft combination rumored to bring monster gains. We sourced the parts, installed them, and hit the dyno.

At first glance, the factory USDM '06-'10 Civic Si RBC and JDM Type R RRC intake manifolds look nearly identical, but upon closer inspection, you'll notice the RRC is more compact due to shorter, fatter runners with less curvature than the RBC's. You'll also notice a larger plenum on the RRC, along with the number four runner's (farthest to the right in our photo) smoother flowing transition with less dramatic angle from the throttle body inlet. The RRC throttle body inlet measured 2mm larger in diameter, and lacks the airflow impedance of the RBC's Idle Air Control Valve (IACV) ports; the RRC utilizes a drive-by-wire (DBW) throttle body (TB) in which the ECU controls the throttle plate to open and close at idle as needed instead of using an IACV. For those who plan to use the manifold with cable-type TBs, we suggest either machining an IACV port into the TB mounting flange or purchasing an aftermarket adapter that allows plug-and-play operation.

Because our Civic uses a DBW system, the RRC manifold was a direct bolt-on that required no modification when installed. With ambient temperatures measuring 87 degrees Fahrenheit in the dyno facility, the newly installed RRC manifold was tuned with a Hondata Flashpro by Erick Aguilar of Erick's Racing, located in Baldwin Park, CA. The engine made 225.8 hp and 157.9 lb-ft of torque-a gain of 14.1 hp and 8.4 lb-ft of torque over our factory manifold.

The RRC manifold made five to eight hp and lb-ft of torque from 3,500 to 5,000 rpm, while top-end power from 5,000 rpm to redline gained eight to 10 hp and lb-ft of torque over our factory manifold. While Kelford Cams is a relatively unknown name in the U.S. Honda market, they are by no means new to the camshaft industry. Since 1968, Kelford Cams, located in Christchurch, New Zealand, has specialized in custom camshaft design and manufacturing for all types of engines, and currently supplies cams to the infamous AMS Performance time-attack EVO X. Kelford Cams' Stage 1 camshafts for the Honda K20A, K20Z, and K24A2 engines are considered the mildest and most streetable of three camshafts offered, with primary and intermediate cam lobes fractionally larger than those of the factory TSX.