Natural selection. Look it up in a textbook if you want, but the nutshell is this: The strong survive; the weak don't.
The same theory can be applied to the import car enthusiast and his or her car. Such an example is this '91 Honda Civic Si, owned by Coleman Yee of San Francisco. This EF body- style hatchback blends the power-standard on all Quick 16 vehicles-and the looks of a winner to produce the Big Red Machine that you see here. As one of the relatively new members of the Pro Import class, Coleman has been able to establish a name for himself by qualifying as a semi-finalist in numerous Quick 8 and 16 classes, with sights of clenching a title in the near future.
The first order of business for Coleman was to upgrade engine performance to a whole new level. The power-lacking 1.6L SOHC D16A6 was removed, and a built '92 Integra LS B18A1 made its way into the engine bay. The 1.8L-displacing bottom end was strengthened with 8:5:1-compression JE forged aluminum pistons and Crower titanium connecting rods. JG Engine Dynamics provided its race-proven Pro Series camshafts, along with its high-flowing throttle body to increase top-end power. To improve airflow characteristics further, a '94 Integra LS intake manifold was bolted on.
To extract the full potential from the non-VTEC motor, a fully customized turbo kit was installed. Hanging off the DRAG Generation One exhaust manifold is a polished Garrett T4/T3 hybrid turbocharger, which expels exhaust to a 3-inch ThermoTec-wrapped downpipe. HKS supplied the wastegate and intercooler. A GReddy Type R blowoff valve is used for race purposes to prevent compressor surge from occurring. While a GReddy TVVC manual boost controller maxes out boost at 19 psi.
Getting the power to the pavement is achieved with a '92 Integra LS transmission fortified with a Pro Clutch six-puck copper disc and pressure plate along with a custom flywheel, which allows for a faster climb up the rpm powerband. Fuel delivery is strong as an ACCEL Digital Fuel Injection Spark/Fuel Management system provides the exact air/fuel mixture that the stock ECU cannot offer. In addition to the DFI unit, a Paxton fuel pump, an SX adjustable fuel pressure regulator (set for 45 psi), GReddy 720cc injectors, and a ported and polished fuel rail make up the remaining fuel management components. To ignite engine spark, an MSD 6A ignition, teamed with a Crane PS92 coil, feed the fire to a set of NGK racing spark plugs.
Coleman was able to dial-in the perfect drag stance with an adjustable coilover spring kit with standard 375-pound springs from Ground Control, teamed with Tokico Illumina five-way adjustable shocks up front. At the rear, a Ground Control coilover unit with custom 1,000-pound springs was used in conjunction with Tokico Illumina shocks. Inside, a MOMO Race steering wheel resides where the stock piece used to be, and a MOMO Shadow shift knob ensures that shifting is done in style. On the remaining factory dashboard are an Auto Meter 5-inch Monster tachometer with Shift Lite and an Auto Meter boost gauge. The chassis remains stiff thanks to an Autopower four-point rollcage that also provides safety in tying down the racing harness for the MOMO Rookie race seat. On the exterior, you'll find that a Wings West RS Series polyurethane front bumper and fiberglass rear bumper were added to visually lower the stance of the H-car. Polished hood pins, clear corner and bumper lights, and Acura emblems round out the remaining exterior mods.
The Civic sports 15x6 1/2 SSR Type X wheels shod with 195/50R15 Toyo Proxes tires. A complete set of Z.Speed red aluminum racing lug nuts helps the wheels stand out even better.