After the first two rounds of upgrades on our Project Civic Sport, we found some very solid gains in the power department as the wheel horsepower was up by almost 40, and torque checked in at just under 60 additional pounds. Promising figures when you consider that none of the emissions equipment was touched, and the changes were DIY-friendly and remain completely reversible. The next phase of the build required a trip east to Corona, California, to meet with our friends at Eibach Springs who were already well into the development of some new suspension goods for the 10th-gen. Civic family.
Eibach recently celebrated a milestone, having reached the 30-year mark in the U.S., however, its history goes back well over 60 years. You know them for manufacturing some of the highest quality suspension components in the world, but what you might not know is that most of what Eibach offers in the U.S. is conceived, rigorously tested, and produced at its Corona facility.
Prior to us bringing in our Civic project, Eibach had already spent weeks measuring, test fitting, and performing R&D on a coilover kit for a hatchback Sport the company had secured as a test vehicle. By the time we arrived to start filming, the crew had a shiny-new prototype ready to go. Installing springs and shocks or coilovers isn't very difficult, especially with the Civic line, however, this model requires a little extra effort. When lowering the 10th-gen. non-Si or CTR model, you're going to be adding quite a bit of negative camber automatically. One way to fight this and avoid wearing through tires way too quickly is to add an adjustable rear upper control arm, like those produced by Eibach for SPC. To get them on, you'll need to drop the rear subframe, so if you're doing the install at home, you might want call in that favor your friend owes you so you'll have a second set of hands for the assist.
Now about that suspension kit. As always, Eibach was at the very front of the line in terms of developing suspension options for new Civic as it was released and already offers its Pro Kit and Sportline spring options. With our project, Eibach wanted to create a coilover system under the Pro-Street-S series, which, in our Civic's case, is based on a 46mm mono-tube piston design wrapped up in zinc-coated steel for corrosion resistance. We can't get into specific details on how the corrosion testing went down or which competitors were included in the comparison, but suffice to say that Eibach has the utmost confidence due to a ridiculous number of hours invested in torturous testing that goes well beyond industry standard. Down the road, after years of track and street abuse, if you're looking for a rebuild, you won't have to ship your coilovers to another country because Eibach takes care of that in-house, right at their Corona facility. And just like all of the coilovers that leave the premises upon purchase, shock dyno testing is performed so your kit is perfectly matched.
Built specifically for non-Si/non-Type R model Civics, the new kit used for our project is height adjustable but doesn't offer damper changes. Mark Krumme, Eibach's head of marketing, told us the decision for damper adjustment isn't final just yet, and that there may be another option available when these coilovers hit the market toward the end of 2017. Krumme also reminded us that the Pro-Street-S is essentially modular, allowing the end user plenty of spring rate options to choose from via Eibach's ERS race spring line up. So if you want something a little stiffer or a little mellower, Eibach has you covered. In addition, the top hats allow for some additional camber adjustment to dial in your ideal settings.
Beyond the rear subframe hurdle, installation is very straight forward with the 10th gen., and once we had everything buttoned up, it was time to add some new rolling stock...but you'll have to wait until next time to see that as we inch closer to completion on our Project Civic Sport.