Introduction

Few front-wheel-drive platforms have earned the same respect and tuning potential as the Acura RSX Type S. Powered by the K20Z1 engine, this compact coupe responds exceptionally well to forced induction. Among the most popular turbo kits on the market is the Greddy Turbo Kit, which typically retails for around $1,200. But in a world where turbo kits can cost two to four times that amount, the Greddy offering raises an important question: does its lower price point deliver real-world power gains that justify the investment?

This article dives deep into the Greddy Turbo Kit for the RSX Type S, covering everything from included components and installation quirks to dyno-proven horsepower figures and long-term owner experiences. If you’re considering boosting your RSX, this breakdown will help you decide whether the Greddy kit is the right path for your build and budget.

Overview of the Greddy Turbo Kit for RSX Type S

Greddy (also known as Trust in Japan) has been a household name in the import tuning world for decades. Their turbo kit for the RSX Type S is designed to bolt directly onto the K20Z1 engine, offering a simplified forced-induction upgrade that avoids the complexity and cost of custom-fabricated setups. The kit is sold as a comprehensive bundle, though some smaller accessories such as intercooler piping couplers and gaskets may need to be sourced separately depending on the revision purchased.

What’s Included in the Kit

The Greddy Turbo Kit typically includes the following components:

  • Turbocharger: A Greddy T518Z or TD05H 18G turbo (depending on kit version). These are journal-bearing turbos known for quick spool on the 2.0L engine.
  • Cast iron exhaust manifold: Designed to withstand high heat and provide a durable mounting point for the turbo.
  • Front-mount intercooler (FMIC): A bar-and-plate core that lowers intake air temperatures and reduces the risk of detonation.
  • 4-ply silicone intercooler piping: Routes compressed air from the turbo to the throttle body.
  • Wastegate: An internal wastegate actuator is included, though many owners opt to upgrade to an external unit for boost control precision.
  • Downpipe and exhaust components: A cast downpipe connects the turbo to the rest of the exhaust system.
  • Oil feed and drain lines: Essential for lubricating the turbocharger.
  • Hardware and gaskets: Basic bolts, nuts, and gaskets for the turbo-to-manifold and manifold-to-engine interfaces.

Importantly, the kit does not include a boost controller, standalone engine management (ECU), fuel system upgrades (injectors, fuel pump), or a blow-off valve. These are considered mandatory supporting modifications and will add to the overall cost.

Installation Details and Considerations

Installing the Greddy Turbo Kit is not a weekend job for a beginner, but it is achievable for an intermediate home mechanic with a solid toolset and an understanding of turbo plumbing. The kit is designed as a direct bolt-on with a few caveats that first-time installers should be aware of.

Installation Process: Step by Step

  1. Preparation: Disconnect the battery, drain the engine oil and coolant, and remove the factory intake manifold assembly, exhaust manifold, front exhaust pipe, and any heat shields that interfere.
  2. Install the turbo manifold and turbocharger: Bolt the cast iron manifold to the cylinder head using new OEM gaskets. Mount the turbo to the manifold with the included gasket and hardware. Ensure the oil drain flange is oriented correctly for gravity drainage.
  3. Oil feed and drain: Tap the oil pressure port on the engine block for the feed line. The drain line requires removal of the oil pan to weld or install a drain bung. Some kits come with a pre-drilled pan, but many require additional fabrication.
  4. Intercooler and piping: Mount the front-mount intercooler behind the bumper, trimming the bumper support bar if necessary. Route the hot-side and cold-side silicone piping and secure with T-bolt clamps.
  5. Downpipe and exhaust: Connect the included downpipe to the turbo, then weld or clamp it to your existing cat-back exhaust system. A 3-inch turbo-back exhaust is recommended.
  6. Cooling system: Reconnect coolant hoses, including the turbo coolant lines if applicable. Bleed the cooling system.
  7. Fuel system and tuning: At this stage, install larger fuel injectors (550-750cc recommended) and an upgraded in-tank fuel pump (e.g., Walbro 255 lph). The stock ECU cannot compensate for boost; you must install a standalone ECU or a reflash like K-Pro / K-Tuner, then load a base map tailored to your setup.
  8. Check for leaks: Before starting the engine, pressurize the charge pipes to check for boost leaks, and verify all oil and coolant connections are tight.

Common Challenges

Owners frequently report two main installation hurdles. First, the oil pan drain bung requires either welding or a professionally installed bung kit. Second, the turbo can sit closer to the radiator than expected, requiring a slim fan upgrade or careful shroud trimming. Clearance around the brake master cylinder also necessitates the use of offset or flex hose for the BOV recirculation line. Pre-planning these modifications can save several hours of frustration during the install.

Real-World Power Gains: Dyno Results and Driver Reports

The core question for any turbo kit buyer is: how much power will I actually see? For the Greddy kit on a mostly stock RSX Type S, the numbers are consistent across independent dyno runs and owner-reported logs.

Expected Horsepower and Torque

  • Stock RSX Type S: ~200-210 hp at the wheels (approximately 260 hp at the crank).
  • Greddy Turbo Kit with basic supporting mods (fuel pump, injectors, K-Pro, 7-8 psi): 270-300 whp.
  • Greddy Turbo Kit with upgraded intercooler, 3-inch exhaust, and 10-12 psi: 320-350 whp.

These figures represent a real-world gain of 70 to 140 wheel horsepower. The torque curve lifts significantly, with peak torque arriving as early as 3500-4000 rpm, transforming the RSX from a high-revving naturally aspirated car into a responsive, torque-rich daily driver.

Supporting Modifications That Unlock the Gains

The Greddy kit itself is only part of the equation. To achieve the higher end of the power range, you will need:

  • Standalone ECU (Hondata K-Pro, K-Tuner, MoTeC): Required for air/fuel ratio control, ignition timing, and boost control. A “base map” from a reputable tuner is essential.
  • Fuel system: RC Engineering or Injector Dynamics 750cc injectors and a Walbro 255lph fuel pump.
  • Boost controller: A manual boost controller can be used, but an electronic unit (e.g., Greddy Profec) offers more consistent boost levels.
  • Strong clutch: The stock clutch will slip above 300 whp. A Stage 2 or Stage 3 clutch (e.g., ACT, Exedy, Competition Clutch) is highly recommended.

Performance Testing: 0-60 and Quarter-Mile

Dyno numbers are one thing, but track results paint the full picture. RSX owners running the Greddy kit at 8 psi (with proper tune) commonly record the following improvements:

Metric Stock With Greddy Turbo Kit (8 psi)
0-60 mph 6.4 seconds 4.8 - 5.2 seconds
Quarter-mile trap speed 99 mph 112 - 115 mph
Quarter-mile ET 14.8 seconds 13.0 - 13.5 seconds

At higher boost levels (10-12 psi) with drag radials, some owners dip into the high 12-second quarter-mile range at 117+ mph. These results are competitive with many modern V8 muscle cars and show just how effective the Greddy kit can be when properly set up.

Cost vs. Benefit Analysis

The $1,200 price tag for the turbo kit is attractive, but the total cost of ownership must include supporting modifications, tuning, and potential reliability investments.

True Cost of the Build

  • Greddy Turbo Kit: $1,200
  • Fuel injectors (750cc): $300 - $500
  • Fuel pump (Walbro 255): $100 - $150
  • Standalone ECU (K-Pro): $1,200 - $1,500
  • Tuning session (dyno tune): $400 - $800
  • Clutch upgrade: $500 - $1,000
  • Intercooler piping upgrade (optional): $200 - $400
  • Boost controller (electronic): $200 - $400
  • Miscellaneous (gaskets, oil lines, welding): $100 - $300

Total estimated cost: $4,200 to $6,300 for a reliable, well-tuned setup. The kit itself is only about 20% of the final bill. However, this total is still significantly less than many premium turbo kits (such as Full-Race or Garret-based custom setups) that can cost $5,000 to $8,000 without tuning and supporting mods.

Value Proposition

If you already own a stock RSX Type S and are satisfied with a modest power bump (260-280 whp) on conservative boost, you can get away with the bare minimum: fuel pump, injectors, a used K-Pro, and a base tune. That brings the cost closer to $2,500-$3,000 all in. At that price point, you get a reliable turbo setup that transforms the car without breaking the bank.

But if you chase the highest numbers, you will quickly spend as much on supporting mods as on the kit itself. The Greddy kit is a cost-effective entry point into forced induction, not a bargain-bin shortcut.

Community Feedback and Long-Term Reliability

The RSX community has extensive feedback on the Greddy kit, spanning over a decade of installations. Overall sentiment is positive, but with caveats.

Positive Experiences

  • Spool characteristics: The small TD05H turbo spools quickly, delivering boost by 3000 rpm. This makes the car feel responsive and fun in daily driving.
  • Fitment: While not perfect, the kit bolts on better than many universal kits. Most owners complete the install without custom fabrication beyond the oil pan bung.
  • Powerband: The torque increase is dramatic. The RSX goes from needing revs to pull hard to having accessible power in the midrange.

Potential Issues

  • Wastegate creep: The internal wastegate is small, leading to boost creep at high rpm on some setups. An external wastegate upgrade is a common fix.
  • Turbo longevity: The journal-bearing T518Z turbo is not as durable as a ball-bearing unit. Many owners report needing a rebuild after 30,000-50,000 miles, especially if oil changes are neglected.
  • Intercooler sizing: The included intercooler is adequate for 8-10 psi, but heat-soaks quickly during repeated pulls. Upgrading to a larger core improves consistency.
  • Lack of instructions: The kit comes with minimal documentation. Owners rely heavily on online guides and forums.

For a balanced view, forums such as ClubRSX and Team Integra contain hundreds of build threads detailing these experiences.

Alternatives to the Greddy Kit

Before committing to the Greddy kit, it’s worth considering other forced induction paths:

  • Supercharger (Jackson Racing, KraftWerks): Linear power delivery, easier installation, but less top-end power potential. Costs ~$3,500-$4,000.
  • Custom turbo kit (Garrett, BorgWarner): Higher quality components, better reliability, but often $4,000-$6,000 for parts alone.
  • Nitrous oxide: Cheap power (~$600 for a kit) but requires careful tuning and bottle refills.
  • All-motor build: High-compression pistons, cams, header, and ECU tune can yield 230-260 whp without forced induction, preserving reliability.

The Greddy kit strikes a balance between cost and performance that appeals to those who want turbo power on a moderate budget.

Final Verdict: Is the Greddy Turbo Kit Worth $1,200?

For the right owner, yes. The Greddy Turbo Kit offers a proven path to 270-350 whp on the RSX Type S, backed by decades of community experience. The $1,200 entry price is the lowest for a complete turbo kit on this platform. However, you must be prepared for the real total cost of a reliable build: $4,000-$6,000 when accounting for necessities like engine management, fuel upgrades, and a stronger clutch.

The kit is best suited for a mechanically inclined owner who values research and is willing to address the known weak points (wastegate, oil pan drain, turbo longevity). If you simply want to bolt on a turbo and drive, you may find better peace of mind with a premium kit or a supercharger. But if you are comfortable with tuning and maintenance, the Greddy kit delivers impressive bang for the buck.

For further reading, consult the Greddy official product page, check Hondata K-Pro for engine management options, or visit ClubRSX forums for real-world build logs and dyno sheets.