Supercharged Honda Civic Type R Issues
Supercharger systems have been available for quite a while for the Honda Civic Type R FN2 and EP3 models, but there’s a couple of fundamental issues with the systems that we’ve seen so far.
Firstly, the manufacturers of the supercharger kits leave the standard intake air temperature (AIT) sensor inside the airflow meter (AFM), whereas it must be relocated to the intake manifold or pipework between the supercharger and engine. The ECU must be able to see the actual intake temperature of the compressed air in the inlet manifold in order be able to properly apply compensations, rather than inside the AFM which only sees ambient (not pressurised) temperature. Fortunately the remedy is quite simple requiring a new AIT sensor to be positioned in the intake manifold or pressurised pipe which should be done at the time of installation but can also be done retrospectively, which we can do here for you. It’s quite surprising how many cars we see that have supercharger systems professionally fitted without a relocated AIT!
Another issue we see frequently is the MAF still being used for the ECU calibration, whereas forced induction engines should be calibrated using manifold absolute pressure (MAP) for accuracy and safety. Fortunately this is also relatively easy to resolve at the time of supercharger installation but can also be done retrospectively.
We have a good explanation of the differences between MAF and MAP systems which you can see here
Here’s an example of a supercharged FN2 that came to us recently to have the AIT and MAP sensor issues resolved and remapped. That’s quite an improvement!
Please contact us if you any help with this or anything else.