🚗 【Parts Feature】Civic’s Engine Roar from Australia: GFB DVX Adjustable Sound Blow-off Valve

🚗 【Parts Feature】Civic’s Engine Roar from Australia: GFB DVX Adjustable Sound Blow-off Valve
Original: TTS Larry Software Upgrade | Japanese Car Enthusiast Magazine | October 12, 2024, 11:00

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🔧 Background on Turbocharged Engines
As cars under 2.0 liters become larger and heavier, stricter environmental regulations and displacement taxes have pressured these vehicles. Small-displacement turbo engines, like the L15B8 turbo engine in the 10th-gen Civic (FC1), are now mainstream. The L15B8 offers 177 HP and 220 Nm of torque, close to the 185 HP of the first-gen Type R (EK9). However, the FC1 weighs 1320 kg, significantly more than the 1090 kg of the EK9. Comparing absolute figures might mislead you into thinking the current Civic is more powerful, but that would be shortsighted.

✨ L15B8 Engine Performance & Common Upgrades
The L15B8 in the domestic Civic is nearly identical to the U.S. version's L15B7, featuring a DOHC layout with VTC variable valve timing but lacking VTEC on the intake and exhaust sides. The fuel system uses direct injection, and the turbocharger is a TD025. At 1.14 bar of boost, the engine produces 177 HP at 6000 RPM and 220 Nm of torque from 1700 to 5500 RPM (manual versions reach 226 Nm due to the absence of CVT limitations).

Many Civic enthusiasts modify their vehicles by reflashing the ECU, adjusting boost levels and fuel injection timing. Advanced tuners may tweak ignition timing as well. However, have you noticed that simply reflashing or adding a piggyback ECU often results in suboptimal long-term performance, like delayed throttle response or a "lag" before power kicks in? This points to the need for additional turbo adjustments.

🛠 Turbo and Blow-off Valve (BOV) Insights
The L15B8’s small turbocharger is designed for early torque peaks, constrained by displacement and compressor size, which limits airflow. The front-mounted intercooler adds over two meters of distance between the turbo’s compressor outlet and the throttle body. When the throttle closes after acceleration, compressed air builds up in the intake piping. When you step on the throttle again, the new air pushes against the existing compressed air, causing a "hesitation" in throttle response. This is why turbo engines use a Blow-off Valve (BOV) to release unused compressed air.

🔹 Types of BOVs:

Recirculating (quiet)
Vented-to-atmosphere (audible)
Hybrid (a mix of both)
💡 GFB’s Advanced BOV Technology
GFB (Go Fast Bits), a globally recognized brand for turbo upgrades, offers various BOVs like the popular DV+ series, the Mach 2 for full venting, and the Hybrid series. This article introduces the DVX Adjustable Sound Series. The DVX is an external venting BOV but features a unique rotating valve that lets you adjust sound levels from 0% to 100%. For the Civic FC1’s L15B8 engine, the model DVX T9661 is compatible, also fitting engines like Hyundai's 1.6T G4FJ.

🔧 DVX T9661 Features:

Made from high-quality T7 aluminum alloy, ensuring durability.
Simple installation; just connect the vacuum line, with no electronic sensors involved.
Adjustable sound: left for quiet (recirculating-like), right for full venting sound.
🛠 Installation Process:

Remove the stock turbo intake pipe; capable DIYers can do this at home.
The factory BOV is on the turbo’s left side. Secure the new BOV with three screws, connect the vacuum line, and test-drive while adjusting the sound to your liking.
🎥 Demo Video: Watch this short clip of a test drive after installing the DVX. Note the venting sound when letting off the throttle—this is the maximum valve opening sound heard inside the car. The GFB DVX T9661 fits all Honda L15B turbo engines. Beyond throttle response improvements, its protective function for the engine and turbo makes it worth the 600 AUD investment.