The single turbo used here is a ball-bearing HKS GT model paired with the company’s Super Sequential Blow-Off Valve set to allow only 4 pounds of boost. Managing the system are an HKS EVC IV Boost Controller and Turbo Timer, while an Electronic Peak Hold Boost Gauge and Electronic Peak Hold EGT Gauge monitor the conglomeration. Inhalation is by HKS’ Super Mega Flow intake, and waste gases pass through another HKS system. The goal, says HKS, was a mild turbo setup emphasizing torque production more than peak horsepower. As it is, though the stock fuel injectors run at only 80 percent of capacity, adding any more boost would entail lowering the SOHC 24-valve engine’s 9.4:1 compression ratio.

     Accompanying the increased power, HKS equipped the Coupe with Honda’s own dealer-available body kit and rear spoiler, a set of 12.1-inch-diameter Brembo front disc brakes that retain the ABS, Rays Engineering 18x7.5-inch wheels wrapped by P225/40ZR18 Toyo Proxes tires, and HKS’ Super Sport lowering springs, which sink the coupe 1.5 inches. They also slapped on enough graphics to keep a kindergarten amused for a month.

Because of the relatively large turbo and low boost levels, the boost builds progressively and goes into bypass mode early in the rev range. There seems to always be the distinct whistle of the excess boost bleeding off. The big problem, though, is the four-speed automatic transmission with which all Accord V-6s are equipped. Normally placid and unobtrusive, the automatic’s torque converter goes into frenzied conniptions when the turbo is pumping, causing much of the extra power to be wasted as the converter tries to get itself together. Despite that handicap, the turbo Accord managed a 7.1-second 0-60-mph scoot (compared to 7.4 seconds stock) and completed the quarter mile in 15.5 seconds at 87.2 mph (compared to 15.8 seconds at 89.9 mph stock). A happier transmission would bring that 0-60 time down a few tenths and boost the terminal speed to reflect the additional 45 horsepower we figure has been added to the stock 200.

     The suspension changes turn the car into a slalom rocket where it ripped a 67.2-mph pass—3.1 mph better than stock. Despite the lowering and microscopic sidewall height, the car rides reasonably well and delivers instantaneous steering reflexes. The big brakes hauled it down to a stop from 60 mph in just 117 feet—that’s 11 feet shorter than stock. However, this Honda screams for more supportive seats to match its handling prowess. Turbocharging any engine takes a big commitment, and HKS is just starting with this car.

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