Introduction

The Acura Integra Type S represents a renaissance for front-drive performance sedans. Its turbocharged K20C1 engine, shared with the Honda Civic Type R, delivers an already potent 320 horsepower at the crank. Yet for enthusiasts seeking an even sharper edge, the aftermarket offers substantial headroom. A well-executed 280 wheel horsepower (WHP) build transforms the Integra Type S into a genuinely aggressive weapon on back roads and track days, all while retaining daily-driver civility.

This guide details a proven path to 280 WHP using the Greddy Turbo Kit alongside carefully selected supporting modifications. We cover each component’s role, installation logic, tuning strategy, and reliability considerations. No guesswork—just a repeatable formula based on real-world results.

The Integra Type S: A High-Performance Foundation

Engine Architecture and Stock Output

The K20C1 is a 2.0-liter, direct-injected, turbocharged four-cylinder. Factory output is 320 hp at 6,500 rpm and 310 lb-ft of torque from 2,600–4,000 rpm. On a typical dyno, stock Integra Type S models put down between 260 and 275 WHP, meaning 280 WHP is only a moderate increase—about 5–10% above baseline. The engine’s closed-deck block, forged steel crankshaft, and sodium-filled exhaust valves provide a sturdy foundation for the additional boost and fuel flow required.

Why 280 WHP?

This power level offers a dramatic improvement in throttle response and mid-range punch without pushing the fuel system or internal components to their breaking point. It is a conservative target that retains factory reliability and passes emissions in most regions when paired with a high-flow catalytic converter. It also keeps heat loads manageable, so intercooling and oil cooling systems remain effective under sustained driving.

The Greddy Turbo Kit: Choosing the Right System

Greddy (Trust Co., Ltd.) offers several turbo kits for K-series engines. For the 2024+ Integra Type S, the recommended kit is the Greddy T67/TD06SH 20G with a 0.63 A/R turbine housing. This turbo spools quickly and supports up to ~400 WHP, leaving ample room for future growth. The kit is engineered to bolt onto the factory engine bay with minimal modifications.

Kit Components and Specifications

  • T67/TD06SH 20G turbocharger – Journal bearing, oil-cooled, with a 20G compressor wheel.
  • Cast iron exhaust manifold – T3 flange, designed for heat retention and durability.
  • Front-mount intercooler (FMIC) core – 600 x 300 x 100 mm, bar-and-plate construction.
  • 3-inch charge piping – Mandrel-bent aluminum with silicone couplers and T-bolt clamps.
  • Recirculating blow-off valve – Greddy Type RS, factory-plumbed to maintain mass airflow sensor calibration.
  • Oil feed and drain lines – Braided stainless steel, AN fittings.
  • Downpipe – 3-inch to 2.5-inch adapter, including a provision for a wideband oxygen sensor.
  • Hardware and gaskets – Grade 10.9 bolts, metal multi-layer exhaust gaskets.

Turbocharger Options and A/R

While the T67 20G is ideal for 280 WHP, Greddy also offers the TD06-17C and TD06H-25G trims. The 17C spools faster but caps at ~350 WHP; the 25G supports over 450 WHP but sacrifices some transient response. For the stated goal, the 20G strikes the best balance. Choose a 0.63 A/R turbine housing to keep boost onset around 3,500 rpm on the factory 2.0-liter displacement.

Essential Supporting Modifications

Reaching 280 WHP reliably requires more than just a turbo kit. The stock fuel system, intake, and exhaust become bottlenecks above 270 WHP. Below are the specific upgrades needed.

Fuel System Upgrades

The K20C1 uses high-pressure direct injection (DI) for primary fueling. To support increased airflow, the DI system must be supplemented with port fuel injection (PFI) or larger DI injectors. A common and cost-effective route is adding port injectors via a manifold spacer.

  • Port injection manifold spacer – This allows installation of four additional injectors (e.g., Bosch EV14 1000cc) and a fuel rail.
  • Secondary fuel rail and lines – Use -6AN braided lines to connect to a dedicated in-line fuel pressure regulator.
  • High-flow fuel pump – A Walbro 525 or Radiant Pro-Series 340 lph pump ensures adequate volume for both DI and PFI rails.
  • Fuel pressure regulator – A boost-referenced regulator (e.g., Aeromotive FPR) maintains stable pressure under boost.

If you prefer to stay with DI only, uprated injectors from companies like XDI or Nostrum are available, but they are more expensive and require re-calibration of the high-pressure pump.

Exhaust System and Induction

Reducing backpressure is critical. The factory exhaust system necks to 2.25 inches and has restrictive resonators. Replace it with:

  • 3-inch downpipe – Catless or with a 200-cell high-flow catalytic converter (ensure compliance with local laws).
  • 3-inch front pipe – Merges into the mid section.
  • 3-inch cat-back exhaust – Straight-through muffler design. Many owners choose the Integra Type S community’s preferred brands such as AWE or Borla.

For the intake, the Greddy kit includes an air filter and intake pipe, but upgrading to a larger filter with a velocity stack can reduce restriction. Use a heat shield to isolate the filter from the hot engine bay.

Intercooling and Charge Air Management

The included Greddy intercooler is adequate for 280 WHP on moderate boost (18–22 psi). However, if you live in a hot climate or plan extended track sessions, consider upgrading to a 4-inch thick core (e.g., from Mishimoto or CSF) for lower inlet air temperatures. Ensure all charge pipe joints are leak-tested under 30 psi.

A turbosmart dual-port blow-off valve can replace the recirculating Greddy unit if you want a louder sound, but recirculating is recommended to avoid rich misfire during lift-off.

Wastegate and Boost Control

The Greddy kit uses an internal wastegate with a 10 psi spring. To achieve 280 WHP, you will need approximately 18–20 psi. A manual boost controller (MBC) is acceptable, but an electronic boost controller (EBC) such as the Greddy Profec or AEM Tru-Boost provides finer control and in-cabin adjustability. Set base boost to 10 psi, then increase gradually while monitoring knock and air-fuel ratio.

Engine Internals and Clutch

At 280 WHP, the factory pistons, rods, and crankshaft are well within safe limits. The stock clutch may hold for a few thousand miles, but it is recommended to upgrade to a stage 2+ clutch kit (e.g., Clutch Masters or Competition Clutch) and a lightweight flywheel to handle increased torque without slipping. The factory differential is adequate but consider upgrading the mounts (engine and transmission) to reduce wheel hop.

ECU Tuning: Unlocking the Power

A 280 WHP build absolutely requires custom tuning. The factory ECU is not designed to manage port injectors or high boost levels. Use a reflashable or supplemental tuning system.

Custom vs. Off-the-Shelf Maps

  • Custom dyno tuning is ideal. A tuner like Hondata or KTuner will flash the ECU with maps optimized for your specific fuel (91/93 octane or E85). They will dial in fuel trims, ignition timing, cam phasing, and boost response.
  • Off-the-shelf (OTS) maps from Greddy or third parties may get close, but they are generic. For reliability and maximum power, invest in professional dyno tuning.

Dyno Tuning Methodology

The tuner will perform multiple pulls on a load-bearing dyno (e.g., Mustang or Dynojet). Key parameters monitored include:

  • Air-fuel ratio (AFR) – Target 11.5–12.0 under wide-open throttle for gasoline.
  • Knock retard – Keep below 1° of retard across the entire pull.
  • Boost pressure – Ramp up to 18 psi gradually; avoid boost spikes above 22 psi.
  • Intake air temperature (IAT) – Ensure no more than 20°F above ambient after intercooler.
  • Exhaust gas temperature (EGT) – Stay below 1,600°F at the collector.

A typical tune session takes 3–4 hours and yields a final result within 2–3 WHP of the target. After tuning, perform a road test with data logging to confirm stability under varying loads.

Installation Process Overview

Installing the Greddy kit and supporting mods is a weekend-scale project for an experienced mechanic. Below is a sequence of major steps:

  1. Disconnect battery and drain coolant/engine oil.
  2. Remove factory intake, turbocharger, and exhaust manifolds. The factory turbo is integrated into the exhaust manifold; the Greddy kit replaces both.
  3. Install the Greddy exhaust manifold and turbocharger. Use new gaskets. Apply anti-seize to bolts.
  4. Route oil feed/return lines to the oil pan and engine block. Tap the block for a 1/8 NPT feed fitting if not pre-tapped.
  5. Mount the intercooler and charge pipes. The stock lower bumper beam may need trimming for the FMIC core. Follow Greddy’s template.
  6. Install fuel system upgrades: port injection spacer, fuel rail, injectors, pump, regulator. Wire secondary injector harness to the ECU via Hondata/KTuner.
  7. Replace exhaust system from downpipe back.
  8. Install boost controller and run vacuum lines in the engine bay.
  9. Reconnect battery, prime fuel system (ignition on for 3 seconds without starting, repeat three times), then start engine and check for leaks.
  10. Initial idle and low-load driving before dyno tuning. Keep boost under 10 psi until tuned.

Dyno Testing and Data Logging

After installation, drive to a tuning facility with the base (safe) Greddy calibration loaded. The tuner will perform a series of pulls, making incremental adjustments. Expect the final graph to show 280–285 WHP at the wheels and around 280–290 lb-ft of torque. The power curve should be linear, with flat torque from 4,000 to 6,500 rpm. Verify that the AFR remains consistent on back-to-back runs. Also check that the knock sensor is not detecting false noise from loose components.

Maintenance and Reliability Considerations

With 280 WHP, the Integra Type S is no longer a simple daily driver. Treat it as a modified performance vehicle:

  • Oil changes every 3,000–4,000 miles using 5W-30 full synthetic.
  • Spark plugs – Step colder (NGK LFR7AIX) gapped to 0.024–0.026 inches; replace every 10,000 miles.
  • Fuel quality – Use only top-tier 93 octane (or E85 with proper tune). Avoid lower octane to prevent knock.
  • Intercooler cleaning – Annual rinse to remove debris.
  • Check boost leaks monthly using a smoke machine.
  • Clutch life – Expect 20,000–30,000 miles with spirited driving; adjust driving style to avoid excessive slipping.

Beyond 280 WHP: Future Upgrades

Once you have mastered 280 WHP, the K20C1 can be pushed further. With built internals (pistons, rods, head studs), the same turbo kit can support 400+ WHP. This would require:

  • Race fuel or E85
  • Larger fuel system (3000cc port injectors)
  • Upgraded turbo (TD06-25G or GTX2867R)
  • High-capacity intercooler
  • Methanol injection for charge cooling

However, 280 WHP remains the sweet spot for street use, retaining excellent throttle response and near-factory driveability.

Conclusion

Building an Integra Type S to 280 WHP using the Greddy Turbo Kit is a disciplined, reward-forward project. It requires careful component selection, precise installation, and professional tuning, but the result is a car that performs with confidence at every throttle tip. The power band is broad, the sound authoritative, and the driving experience genuinely transformed. Follow the guidelines above, keep your maintenance meticulous, and enjoy an Integra Type S that truly lives up to the Type S badge.