Cost Breakdown: Upgrading to a Garrett Gtx Turbo on the Integra Type S and Expected Gains

The Acura Integra Type S (2024+) has already earned a reputation among front-drive enthusiasts for its razor-sharp chassis, superb shifter feel, and the K20C1 engine borrowed from the Civic Type R. While the stock turbo delivers a strong 320 horsepower and 310 lb-ft of torque from the factory, those chasing higher numbers quickly find that the stock compressor becomes a bottleneck. Upgrading to a Garrett GTX turbo is one of the most effective ways to unlock the engine's true potential, but the path requires careful planning, a realistic budget, and a clear understanding of what you gain—and what you sacrifice. This article breaks down every cost, explores the supporting modifications you cannot skip, and details the real-world performance gains from a Garrett GTX swap on an Integra Type S.

The Garrett GTX Advantage

Garrett Motion's GTX series represents a significant step beyond the standard GT line. These turbos incorporate billet compressor wheels, advanced aerodynamics, and dual ball-bearing cartridges. The result is a turbocharger that spools faster, flows more air, and maintains a wider efficiency island than the stock turbo. On the K20C1, the factory turbo (a Mitsubishi TD04 variant) reaches peak boost around 3,500–4,000 RPM with a relatively narrow powerband. A Garrett GTX swap shifts the curve: you can have a GTX2867R that lights up almost as quickly as stock but supports 450–500 wheel horsepower, or a GTX3071R that sacrifices a bit of low-end but blows past 550 whp on the same pump gas. There is also the GTX3582R for those chasing 700+ whp, though that level demands a built bottom end and E85.

Why Choose Garrett Over Competing Brands?

Alternatives from BorgWarner, Precision, and BW S-series exist, but Garrett's GTX line has the most comprehensive support for Honda’s K-series platform. Off-the-shelf kits from Full-Race, PRL Motorsports, and others are designed around Garrett’s CHRA dimensions, making installation significantly simpler than adapting a different manufacturer’s unit. Garrett also provides detailed compressor maps and turbine housing options, so a tuner can match the A/R ratio to your specific power goals and intended use (street, track, drag).

The Total Cost: Breaking Down Every Dollar

A Garrett GTX upgrade is not simply a bolt-on part. The turbo itself is the headline cost, but supporting modifications, labor, tuning, and unforeseen expenses can double or triple the initial estimate. Below is a comprehensive cost breakdown based on current market prices and typical shop rates in the United States (mid-2025). Prices are approximate and can vary by region, vendor, and whether you choose a full kit vs. piecemeal parts.

Turbocharger (Core Component)

Garrett GTX prices depend on the frame size and whether you buy a bare turbo or a complete kit with an actuator, gaskets, and oil/water lines.

• GTX2867R – $1,300–$1,600 (common for 450–500 whp kits)
• GTX3071R – $1,500–$1,900 (for 500–600 whp targets)
• GTX3582R – $1,800–$2,500 (for 700+ whp builds)

Many vendors sell “turbo kits” that include the downpipe, charge piping, and intercooler. A full PRL Motorsports GTX3071R kit runs approximately $4,200, while a bare turbo plus adapters might cost $2,000 and require you to source other parts separately.

Space for Improvements

Adding space between sections and grouping related items can improve readability. Instead of a single bullet list, I'll break the costs into subcategories with headings.

Supporting Modifications – Fuel System

The factory fuel system on the Integra Type S is adequate for about 400–420 whp on the stock turbo. Above that, you must upgrade injectors and the low-pressure fuel pump if you stay on pump gas, or switch to an ethanol compatible setup. Typical costs:

• Fuel injectors (1,000–1,300 cc) – $600–$900 (brands like Injector Dynamics, FIC)
• High-flow fuel pump (inline or in-tank) – $200–$400 (Walbro 525 or DeatschWerks DW400)
• Flex-fuel sensor and ethanol content analyzer kit – $250–$500 (optional, but recommended if you plan to run E85)
• Fuel lines and fittings – $200–$400

If you go beyond 500 whp, consider a port injection system (adds $500–$1,500) to keep the intake valves clean and supplement fuel.

Supporting Modifications – Induction and Exhaust

An upgraded turbo cannot breathe through a restrictive factory intake or downpipe. Common upgrades:

• Cold air intake (3.5”–4”) – $300–$600 (PRL, Eventuri)
• Intercooler (upgraded bar-and-plate or stepped core) – $400–$1,200
• Downpipe (catted or catless, 3”–3.5”) – $300–$600
• Front pipe (for dual-exit systems) – $150–$300
• Cat-back exhaust (3” required for high flow) – $700–$1,500

Many shops bundle these into a “stage 2” power package; expect $1,500–$3,000 total if you source mid-range parts.

Cooling and Thermal Management

Higher boost pressures generate more heat. A larger radiator, upgraded oil cooler, and possibly a water-methanol injection kit ($400–$700) should be on your list for sustained track use. On a street-oriented build, a larger front-mount intercooler and a high-flow radiator (aluminum, $400–$600) are sufficient.

Drivetrain Upgrades (The Hidden Cost)

With 450+ whp, the factory clutch will slip—especially on a car with the Integra Type S's gearing. A twin-disc clutch from Competition Clutch or South Bend costs $900–$1,500 plus installation ($500–$800). You may also need upgraded engine mounts ($300–$600) to keep the K20C1 from twisting under load, and a limited-slip differential upgrade if you plan to drag race ($1,000–$2,000).

Labor Costs

Professional installation for a full turbo upgrade package on a modern Integra Type S takes 12–20 hours depending on the shop’s experience. At $100–$150 per hour, labor runs $1,200–$3,000. If you only install the bare turbo and do the supporting mods yourself, you can reduce labor to perhaps $600–$1,000 for the turbo swap only. However, tuning, fuel system, and clutch installation add more hours.

Tuning

You cannot simply bolt on a GTX turbo and drive away. The stock ECU relies on a specific airflow model and will not compensate for a dramatically larger compressor. All modern Integra Type S ECUs must be tuned via a flash-pro (Hondata or KTuner) or a standalone system (Motec or Haltech). Hondaata FlashPro (common for this platform) costs $500–$700 new. A professional remote or dyno tune is $400–$800 depending on the tuner’s reputation and whether it includes a baseline and WOT pulls. E85 tunes may cost extra ($100–$200).

Miscellaneous Parts and Contingency

Gaskets (manifold to turbo, turbo to downpipe), new oil and coolant lines, vacuum hoses, wastegate actuator, and clamps add up. Budget $300–$600. Many builders also recommend upgrading the camshafts ($800–$1,200) for high-rpm builds, but that is not strictly necessary for a streetable 500 whp setup.

Total Estimated Cost Summary

The wide range reflects different power goals and whether you DIY or use a shop. A modest 450 whp GTX2867R build with a used intake and reused exhaust can be done for about $5,500–$6,500. A max-effort 600+ whp build with a GTX3071R, E85, port injection, and a built transmission can easily exceed $14,000. Always keep a 10–15% contingency fund for unexpected parts or mishaps.

Expected Performance Gains

Once the turbo is installed and properly tuned, the driving experience transforms. The stock K20C1 in the Integra Type S produces around 320 hp at the crank (about 280–290 whp on a Dynojet). A Stage 1 tune on the stock turbo can push that to 340–350 whp, but with the stock turbo's efficiencies exhausted. A Garrett GTX swap opens a new ceiling.

GTX2867R – The Street‑Performer

On pump gas (93 octane), a GTX2867R on the K20C1 produces 450–480 whp at around 25 psi. Torque peaks near 400 lb-ft, and the spool is only 300–400 RPM slower than stock, meaning boost hits around 3,800 RPM and holds strong to redline. On E85, numbers climb to 500–520 whp with similar torque. This turbo is the best balance for a daily-driven Integra Type S that sees occasional autocross or backroad duty. Throttle response remains crisp, and you can still use first gear without immediately overwhelming the tires.

GTX3071R – Power Without Compromise

This is the most popular choice for the K20C1 among serious street/track hybrids. On 93 octane, expect 520–560 whp at 28–30 psi. On an E85 tune, 580–620 whp is common. The spool shifts slightly higher—full boost by 4,200–4,500 RPM—but the mid-range punch is far stronger than the stock turbo. Quarter-mile times in a lightly modified Integra Type S with a GTX3071R, slicks, and good driver skill fall into the 10.8–11.2 second range at 125–130 mph. This setup does require a stout clutch (dual-disc) and upgraded intercooler to maintain temperature on consecutive pulls.

GTX3582R – All or Nothing

For the handful of enthusiasts who want to break 700 whp, the GTX3582R (or its G-series successor) is the answer. On race gas or E85, 650–720 whp is achievable with built rods and pistons, port injection, and a massive front-mount intercooler. Spool is delayed to 4,800–5,200 RPM, making this turbo unsuitable for anything other than drag racing or high-speed circuit work. Drivability on the street is poor because you have to keep the engine above 4,500 RPM to stay in boost. Few Integra Type S owners go this route because it compromises the car's character.

Real-World Driving Feel

The biggest gains from a GTX upgrade are not just peak numbers. The dual ball-bearing cartridge reduces friction dramatically, so the turbo transitions from off-boost to full boost with less lag and less suddenness than a journal bearing unit. Combined with the K20C1's VTC (variable cam timing), the engine pulls linearly from 3,500 RPM to redline. The powerband feels almost naturally aspirated until the boost climbs, then a smooth surge replaces the stock turbo's abrupt "hit." Many owners report that after a week of driving, the stock turbo feels wheezy in comparison.

Installation Considerations and Pitfalls

While a Garrett GTX kit is marketed as "bolt-on" for the K20C1, installation on an Integra Type S presents a few unique challenges beyond older K‑series swaps.

Wastegate Placement and Actuator Bracket

Many aftermarket turbo kits relocate the wastegate actuator to clear the engine mount and intake manifold. Cheap brackets can loosen under high boost, causing boost creep or inconsistent boost control. Invest in a billet bracket and a quality Tial or Turbosmart wastegate (add $200–$350).

Oil and Coolant Lines

The Integra Type S uses a water-cooled turbo from the factory. If your Garrett GTX does not include provisions for water cooling (some GTX models only have oil cooling), you must tee into the heater hose or add a water jacket adapter. Incorrect plumbing can cause the turbo to cook itself after shutdown. Always follow the kit manufacturer's instructions or consult a skilled fabricator.

PCV and Crankcase Ventilation

High boost pressures on the K20C1 force crankcase pressure into the intake via the PCV system. At 25+ psi, the stock PCV valve can leak boost into the oil pan, causing smoking and oil consumption. Install an oil catch can ($100–$250) and consider upgrading to a dual-valve crankcase ventilation system.

Tuning Complications with Flex Fuel

The stock ECU on the Integra Type S can be tuned to read ethanol content via a flash-pro, but the process requires a dedicated Flex Fuel kit (most include a sensor and a controller that sends a frequency signal to the ECU). Some tuners report that the factory MAF sensor can reach its voltage limit (5V) at high flow rates with large turbos; a MAP-based tune (speed density) is often required beyond 550 whp.

Is It Worth It?

For an owner who wants a 450–550 wheel horsepower Integra Type S that remains drivable on the street, the Garrett GTX upgrade is a near-perfect solution. The costs are significant, but the result is a car that outpaces most modern performance machines in straight-line speed and still handles corners with poise. If your driving consists mainly of commuting in traffic or occasional highway pulls, the stock turbo with a tune and basic bolt-ons may be a smarter investment—the GTX swap only shines when you can exploit the higher power band.

Before committing, study your long-term goals. If you intend to track the car once a month, budget extra for cooling and a bigger brake package. If you just want to blow the doors off your friends on a backroad, the GTX2867R is the sweet spot. And if you want to set a lap record or a drag time, the GTX3071R provides headroom without requiring a complete engine build.

Final Thoughts

A Garrett GTX turbo upgrade for an Acura Integra Type S is not a simple weekend project. It demands a realistic budget of $6,000–$14,000, careful selection of supporting parts, and a reputable tuner who knows the K20C1 inside out. But for those who take the leap, the reward is a potent, reliable powerplant that can embarrass far more expensive machinery. The cost per horsepower gained is actually lower than many other bolt-on combinations once you factor in the stock turbo's limitations. Plan ahead, choose the right GTX size for your lifestyle, and expect the Integra Type S to transform into something genuinely quick—not just fast for a four-cylinder.

For further reading, check out the official Garrett Motion website for compressor maps and fitting guides, PRL Motorsports for complete Integra Type S turbo kits, and the Hondata forums for user experiences and tuning tips. Community build threads on Honda-Tech.com also offer real-world dyno graphs and long-term reliability reports.