Achieving an "above average" status, especially in our field, puts you on a level that can certainly be attained by anyone. Given the right know-how and the ability to network (a pocketful of cash can help, too) makes anything possible. But even if it's only for that short while, if we could just have it in our hands, will give us that much more of a rush. It's in our nature to want it. We must have it when we can. Now, I can't read minds, and Gilbert Cossio's is hard to figure out. Quiet and unassuming, it seems to be within his nature. But it's not his personality that concerns me. It's his Civic that speaks volumes.
It's hard to muster a few sentences at most from Gilbert. A laugh here, a smile there, and that's all that's needed. You don't really need a complete breakdown to understand what's gone into this project. All he wanted to convey was that he wanted the speed with a twist of sake. He found this sake bomb through Ziel Motorsports, who went through and transformed what was once a boy into a man. The car was bought new in '95 and was seldom driven up until the point where the buildup started (It was even garaged for a year's time). Jon Kaneda, the proprietor of Ziel, pulled the old D15 out and tore down a B18C1 for a rebuild before it was dropped in its place. Forged JE pistons/rings and Crower connecting rods were set along with a race-balanced crankshaft to become a high-horsepower-producing bottom end.
On the up and up, Ziel blended parts with those from the B18C's Japanese counterpart and a number of U.S. aftermarket suppliers. SIS stainless steel valves were matched with Integra Si-G valve springs and Crower reground camshafts provide an even wilder lift (intake: .445 inch, exhaust: .475 inch) and duration (intake: 258 degrees, exhaust: 270 degrees). Tunability of the camshafts is controlled via Cusco sprocks. The most jaw-dropping feature (and we're sure you'll agree with us) are the individual throttle bodies that pull in an onslaught of incoming air. First through the Ziel intake plenum and down through the TWM ITBs, the DTA engine-management control system takes control and ignites the air/fuel mixture and out through a modified HKS turbo header. Exhaust gases are cooled and re-routed back to the intake with an HKS intercooler and Ziel intercooler piping. Without seeing any track time, Gilbert's Civic has been able to produce 330 hp at 7K rpm while strapped onto the dyno.
The rest of the car remains surprisingly stock. Only a set of coilovers from Skunk2 and Tokico shocks lower and balance the EJ coupe. Stock rubber has been exchanged for a set of 17x7 Volk Racing Daytona Speed wheels gripped with Yokohama A520 205/40R17 tires. Just as outrageous as the engine is the front braking system-the Porsche 911 C2 Turbo Brembo calipers. Damn! Even the pads are Porsche originals. Inside you'll find nothing more than an Autopower rollcage, Blitz gauges, and a small, Sony stereo system.
Gilbert quietly tells us that it would cost a mere $17K to reproduce what he's had built for him. Ziel says it wouldn't mind doing it again, but that the brakes would cause the most headaches. We're sure that the headaches would be well worth what we see in Gilbert's Civic. Where do we sign up?