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Referring to a Honda Civic equipped with a laptop as “the most feared thing in the car community” might be more a playful quip than a serious statement—but the idea isn’t completely baseless. Certain models, particularly some Civics, can produce significantly more power than standard with appropriate upgrades. The key to harnessing these improvements lies in engine computer tuning, which often gives an informed driver an edge over others who lack such knowledge. Notably, computer tuning alone can deliver substantial performance enhancements, even in the absence of additional speed-enhancing components.
My own eighth-generation Civic Si features just a single engine modification that hardly qualifies as significant; it’s merely a cat-back exhaust system, and a mild one at that. I swapped out the previous owner’s noisy Skunk2 MegaPower exhaust for a much subtler A’pexi WS2 system. Although it remains less constricting than the factory version, its sound is far more pleasant—more of a melodious hum than a swarm of angry bees.
I sought a custom tune for my vehicle more out of curiosity than a desire for raw power increase. However, both an E-tuning session and a subsequent dyno run proved extremely advantageous for my modest Civic. I now recommend that anyone looking to enhance their vehicle’s performance consider computer tuning prior to diving into more extensive modifications like new intakes and exhausts.
My ECU Tuning Setup
To manage my Civic’s engine computer tuning, I rely on three main tools. The most vital of these is the Hondata FlashPro, which serves as the link between my laptop and the car’s OBD-II diagnostic port. The laptop I utilize is an Asus BR1100C, acquired specifically for tuning due to my lack of a Windows PC. The necessary Honda FlashPro Manager software, which rounds out my tuning toolkit, has minimal system requirements but is incompatible with Mac OS. The Asus device is intended for school students—affordable, portable, and reasonably durable, making it easy to store in my garage.
Additionally, a critical fourth element in ECU tuning is simply understanding how to analyze the data presented to you.
The intricacy of tuning varies considerably based on the extent of a vehicle’s modifications. At a minimum, familiarity with fuel maps is essential for safe adjustments. As you begin this journey, you have three routes: hire a professional (which is costlier), teach yourself (which demands a significant time investment), or attempt a trial-and-error approach and risk damaging your engine.
Several companies that produce tuning gear also provide “base maps.” These are pre-configured tuning settings designed to optimize a car with a standard set of bolt-on upgrades. For instance, my Hondata FlashPro includes various base maps labeled with configurations like “AEM short-ram intake and Skunk2 exhaust.” Although they serve as good starting points, engine differences between individual vehicles—particularly as they age—mean that custom tuning is necessary for complete optimization with installed modifications.
Keen to gain a deeper understanding of tuning processes, I discovered Evans Tuning, a performance shop conveniently located just across the Pennsylvania border. Its owner, Jeff Evans, is well-regarded for tuning Hondas, though his expertise extends to all kinds of vehicles. He also offers online courses to teach various tuning software platforms.
Here’s a glimpse of what Evans Tuning’s training programs entail:
Though I was intrigued, I hesitated to attempt the DIY route and opted instead for an “E-tune” conducted by Mr. Evans himself.
Tuning Tools and Costs
Below are the primary components and services I utilized to tune my Civic.
- Hondata FlashPro ($759.00) This compact version of FlashPro boasts Bluetooth connectivity and appears far more convenient than the non-wireless model I possess, which was somewhat cheaper.
- Hondata FlashPro Manager (Free) The software and firmware updates for the FlashPro device are provided at no cost.
- Asus kid’s computer ($159.99) I purchased an affordable one on eBay; minimal processing power is required to operate Hondata FlashPro Manager.
- Professional E-tune from Evans Tuning ($350.00) Pricing for tuning can differ by vehicle and complexity; my project was relatively straightforward.
- Professional dyno re-tune at Evans Tuning’s facility ($300.00) Similar observations as above; this is a lower-rate “retune” as the car had already undergone an E-tune.
It may seem a bit overboard to spend $1,600 for a modest horsepower gain and somewhat improved responsiveness in a $7,000 car. However, my motivation for this project was largely driven by curiosity and the desire to understand the nuances of dyno tuning.
My E-Tuning Experience
E-tuning is among my favorite concepts in automotive modification. You find a skilled tuner familiar with vehicles like yours, provide them with details about your car and modifications, and then go for a drive with the laptop connected to log data. You send that data to your tuner, who responds with updated settings. This back-and-forth method continues until the tuner can analyze performance after each adjustment.
Here’s a brief demonstration of how I upload engine calibrations to my Civic using the FlashPro:
During my E-tune, I had an Injen cold-air intake and the A’pexi exhaust installed. Initially, the car performed adequately but soon revealed issues—the intake caused the engine to run rich, resulting in misfires. Despite expectations that increasing air intake would lead to a leaner mix, the stock Honda computer struggled to adjust with the excessive airflow and injected too much fuel. Consequently, rather than gaining horsepower, my modifications negatively impacted drivability—an important consideration before you begin adding parts to your build without a supporting tune.
After approximately seven rounds of tuning back-and-forth with Evans, I uploaded the final calibration to the vehicle, and it ran superbly. The earlier misfires disappeared, and power delivery became smooth and reliable. Furthermore, FlashPro simplifies adjustments to the VTEC engagement point, allowing the engine to generate a more aggressive sound earlier in the RPM range. It also eliminates rev hang, a common annoyance in many Hondas, where the RPMs linger when the clutch is engaged; alleviating this issue is achieved with just a click.
The greatest advantage of E-tuning is the flexibility it offers, allowing you to undergo the tuning process from virtually anywhere and on your own timetable. For straightforward setups on popular models, E-tuning is incredibly convenient. It can even provide you with a rough horsepower estimate. However, for precise figures and real wheel horsepower, visiting a dyno is necessary.
My Dyno Tuning Experience
With aspirations to tackle rallycross, navigate snow drifts, and zip down dirt trails, I opted to replace my Injen intake with a stock Honda airbox. The aftermarket air filter proved far too susceptible to mud and debris, and research suggested it didn’t add much power anyway.
Reverting to the factory tune upon removing the metal straw intake resulted in a noticeably less spirited performance. However, the most significant disappointment was the loss of sound; while the cold air intake may not have contributed substantially to horsepower, it produced a gratifying induction noise. Those who have followed for a while might recall that I tested a wide range of drop-in air filters on this car previously, which ultimately led me to dyno tuning.
With the stock airbox, air filter options for a K20Z3-powered Civic range greatly in price. The OEM unit can be had for around $20, NAPA offers a discount alternative for about eight bucks, whereas premium options from tuners like Spoon Sports and aFe Power come at nearly $100.
Driven by curiosity once again, I decided it would be interesting to run a series of these different filters on a dyno to evaluate any power differences. The findings from this testing were published in a separate Project Car Diary. Meanwhile, this was my chance to get the vehicle properly retuned on a dyno.
Scheduling an appointment at Evans Tuning was straightforward; a simple follow-up on our ongoing email exchange from my E-tune did the trick. Notably, he seemed amused when I arrived with numerous air filters for my stock Civic—he had a Supra scheduled for tuning after me, reportedly producing around 700 horsepower. In contrast, my Civic felt rather pedestrian, but watching it undergo dyno testing was exhilarating nonetheless.
The tuning procedure was fundamentally similar to the E-tuning process, except we performed revs with powerful measuring devices affixed to my car’s drive axle instead of out on the road. Following several runs with various air filters to assess performance differences, Mr. Evans fine-tuned the setup with the filter we preferred.
For what it’s worth, Evans expressed his disagreement with my choice of reverting to the factory intake; he firmly believed an aftermarket intake could yield better results. He further suggested that pairing a high-quality cold-air intake with a good aftermarket header and a high-flow catalytic converter would deliver the most significant power enhancements when combined with a proper tune for my Civic.
It’s important to note that you will reap the maximum benefits from a dyno tune when your vehicle is as close to completion as possible. I’m not particularly keen on wrestling with my rusty exhaust manifold bolts, nor do I desire my car to be loud again. Therefore, I likely won’t pursue further modifications for additional horsepower on my humble Honda.
Appreciable Benefits of a Tune on My Basically Stock Car
The E-tune resulted in significant enhancements to the drivability of my Civic. The transition to a more refined operation was remarkable, especially since the vehicle was struggling with the cold-air intake while running a factory tune. Achieving a smooth idle was a small victory in itself. The initial tune I received remotely via email facilitated a consistent rise toward redline. However, the dyno session provided me with tangible data and visuals to confirm the improvements.
After comparing air filter performance, we established a baseline and initiated a tuning session. Although the dyno graphs didn’t indicate substantial changes in peak power, my K20 engine exhibited an additional 10 horsepower in the mid-rev range. While this may seem modest, it represents a significant gain for a vehicle that weighs less than 3,000 pounds with only a mild catback exhaust modification.
I won’t pretend that this car is fast. It allows me to accelerate smoothly to the speed limit without drawing unnecessary attention from law enforcement (which is a perk rather than a flaw; hence my choice of a Civic). Nevertheless, it feels noticeably more responsive now, moving out of the 3,000-6,000 rpm range with improved vigor compared to before the tune. From a drivability perspective, this upgrade is significant.
The E-tune fulfilled all of my expectations. I would advise those in my situation—aiming for incremental improvements without extensive modifications—to follow this route. On the other hand, in-shop dyno tuning is a delightful experience, providing the thrill of obtaining verified, actual wheel horsepower numbers for your vehicle, which is nearly worth it on its own.
I encourage anyone willing to listen: Before diving into modifications, establish a plan for tuning your vehicle. This approach maximizes the potential benefits of your car while the only method to derive real advantages from bolt-on performance components. Turbocharged vehicles, in particular, have even greater potential to generate more power than at the dealer when tuned properly. However, it’s essential to be aware of the trade-offs—more power can impact reliability or at the very least, result in higher fuel consumption.
The possibilities are boundless in your tuning journey. Armed with the hardware and software, I can set my Civic up for new modifications. I can also use the FlashPro to log engine performance and monitor its operation in real-time. In the future, I can explore different parts and settings. Moreover, I’ve uncovered sources for online tutorials to make the most of these tools—or I can always contact a professional to help!
Are you working on a project car? Share your experiences in the comments!
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