The engine has the most common layout now of the turbo along the rear firewall when the engine is transverse. This layout has the benefit of easier packaging of the cat close to the turbo along with placing the heavy turbo and exhaust parts closer to the middle of the car. Why Honda decided to place the turbo on the front of the engine in the Civic is not clear to me.
Popping open the airbox reveals a very large cone air filter to minimize pressure drop. Very Honda S2000 like. The filter has a nice little built-in grab handle making it easy to replace too.
Hyundai appears to have chosen partners for making aftermarket performance parts instead of in-house branding like Nismo, TRD, etc.
This is the 2.5L turbo engine in the 2019 Mazda CX-5 which I was lucky enough to take for a spin in the snow. This engine is not tuned for max power, so it can get away with the small snorkel feeding the airbox. The air gets to the snorkel entry by way of the front bumper opening and through the holes around the hood latch area. So a bit like the Jaguar E-Pace, but without having to actually travel through the hood.
With the turbo stuffed on the back side of the engine, extensive heat shielding is used. There’s even insulation on top of the metal heat shield covering the turbine housing of the turbo.