Is it humanly possible to resist jumping into the Honda Civic aftermarket? The little commuter car that truly could has garnered one of the most massive followings ever in the import world. Rivaling the Ford Mustang in sheer strength of enthusiasm, the Civic is as blank a canvas as you could possibly get. Want a turbo, supercharger, exhaust system, CNC-machined cylinder head, fiberglass one-piece front end, a completely different engine, a rollcage, or your pick of bodykit? Anything is possible with a Civic.
We've seen Civics that are gutted out, big power monsters capable of hurtling down the drag strip at phenomenal speeds, Civics that are lightweight handling beasts setup to turn racetrack corners into mere afterthoughts, and Civics that are slammed, chromed, and chopped. Honda Civics have contested the land speed battles at Bonneville, entered possibly every import car show on Earth, and have raced in almost every possible type of timed competition. If you want to do something to your Civic, chances are that somebody has already done it before you and is selling the parts you'll need to get you there.
The only problem is, with so many choices out there, where do you begin? Well, that's really up to you. Honda's corporate slogan reads, "The Power Of Dreams," and its all the more appropriate when you see what people have done with their products. This particular story of Honda ownership begins with the simple purchase of a chassis. Stefan Barbu of Auburn, Wash., had a 1998 Civic hatchback sitting in his driveway, fully built for drag racing. There was only one problem with that particular car; it wasn't what he really wanted. Barbu wanted a white 1999-2000 model Civic hatchback, and it was only later, circa early 2005, that he accomplished his goal. With the help of his friend David Kang and Intec Racing, Barbu decided to track down the EK that he really wanted. A completely bone stock 2000 Civic hatchback soon found itself dismantled and ready for upgrades.
Barbu originally had high hopes for a powerful, turbocharged street and strip car. His old 1998 hatch had been outfit with a fully built engine, so Barbu simply went through the effort of swapping his upgraded engine and transmission into his new chassis. Out went the 1.6L stock lump and in went the heavily worked over B18C engine, now punched out to 1933cc displacement using forged 8.5:1 Endyn "roller wave" pistons with a larger 84mm bore size. Hung on a knife-edged GS-R crank with Eagle connecting rods, the B18 still uses the stock oiling system, aside from a custom baffled oil pan. Up top, the valvetrain consists of Civic Type-R camshafts, Integra Type-R valve springs, Portflow titanium retainers, and Golden Eagle cam gears, with custom porting, polishing, and valve seat work done by Endyn.
In order to run the drags in the blink of an eye, Barbu knew he needed power, and that meant boost. With the B18 ready to handle anything that Barbu could throw at it, a Garrett GT35R turbocharger was spec'd out and fit on to the Honda engine block using a custom ceramic-coated exhaust manifold. Custom intercooler piping with space for a 50mm Tial blow-off valve was made up for the front-mount core, which forces air into an Edelbrock Victor X intake manifold, port matched to the cylinder head and throttle body. Free flowing for smooth exhaust flow, the exhaust system consists of fully custom bent 3-inch piping, which leads into a 4-inch Magnaflow muffler. An aircraft technician for Alaska Airlines, Barbu knows his way around a piece of machinery, and assembled the engine himself with help from Intec Racing. The fuel delivery system features aircraft level preparation, with meticulously assembled stainless steel braided AN fuel lines feeding 1000cc/min Precision fuel injectors out of a Walbro fuel pump. Requiring upgraded spark in order to properly ignite this beast, the ignition system has been augmented with a MSD 6A unit, and the whole package has come together to the tune of 573 wheel hp and 386 lb-ft of torque with the dyno sheets to prove it.