Power Pages: 1996 Honda Civic EX

Either at the car show or at the racetrack, the Honda Civic reigns supreme among the import scene. To some, it's like a bad infestation of cockroaches but to others, it's a necessity of life, like oxygen. Any way you look at it, the import market has evolved due primarily to the popularity of the Civic. It shouldn't be a surprise, since the Civic is one of the easiest and cheapest vehicles to modify and, considering the abundance of aftermarket support, the choice is easy to make.

The unfortunate downside of the Civic's popularity is the plethora of the rides like yours. However, one of the best ways to make your Civic stand out is the addition of a good set of kicks, (wheels that is). Our plain-Jane Civic was spruced up into a nasty Nicki with Tenzo Mean-6 aluminums and Falken gumballs. The 17-inch Tenzos turned the Honda into a head-turner cruising the boulevard. The Civic's handling prowess was also increased due to the extra grippy Falken FK-451. Now quick turns are a breeze, even at breakneck speeds. With the look and handling down pat, it was now time for some power infusion.

The Engine
Honda Motor Company has always found a way to utilize the same or similar engines in all of the company's vehicles. The D16Z found in the 1996 Civic EX was first used in the 1992 Civic Si hatchback. Although the 1996-up D16Z engine went through some updates (intake manifold, cam design and combustion chamber volume), the engine is the same as the one found four years prior. The D16Z engine survived a 9-year production run, ending with the 2000 Civic EX. As many of us already know, the D16Z engine is a 1.6-liter SOHC VTEC powerplant that is factory-rated with 125 hp at the flywheel.

Performance Components
In this segment of the "Power Pages," we elected to do something different. The first power infusion will be free, complements of us. Since most of us are on a budget, we decided to remove the factory power steering belt and air box to see how much power the two simple modifications would add to our power bank. We do not recommend running the vehicle on the street, but at the racetrack, the modification can be easily performed with some simple hand tools.

The next modification came in the form of a Landspeed Racing Performance Package consisting of a Thermal Research Exhaust System and the company's own Powercore Header. An exhaust system usually performs three functions. It adds a visual appeal to the rear fascia, creates a unique tone and adds horsepower. The Thermal unit is a complete stainless-steel system, which includes the mandrel-bent stainless-steel piping section and straight-through canister. Last of the power infusion is Landspeed's PowerCore stainless-steel header. The Landspeed header incorporates extra-large primary runners into a tri-Y design, increasing top-end power without sacrificing low-end grunt. The one-piece header utilizes thick exhaust flanges for increased durability.

Dyno Testing
This is where the manufacturers earn respect. Without dyno testing, it is impossible to gauge how much power each product is making. That is why Import Tuner leaves it to the dyno as the best source of feedback. Our tester came in with more than 100,000 miles on the odometer. We freshened the engine with a new set of plug wires, spark plugs and cap & rotor. Strapped to the dyno, the Civic pounded out 103.9 hp and 90.7 lbs-ft of torque. Even though our tester had more than 100,000 on the ticker, the Civic was given the go ahead. Our first modification required only a 12mm wrench for power steering removal; removing the rubber hose from the intake box was performed in five minutes flat. Power figures jumped an astounding 4.1 hp and 2.9 lb-ft of torque, pushing our power level to 108.0 hp and 93.6 lb-ft of torque. Not bad for being free. Next in line was the Random Technology exhaust system. There are only two parts to the exhaust system: the piping and the canister section, which made installation a breeze. After a proper cool down period, the entire exhaust system was removed and installed in 10 minutes with the use of a hoist. With the exhaust install, the Civic spun the rollers again. This time, peak power checked in at 111.7 hp and 95.4 lb-ft of torque, an improvement of 3.7 hp and 1.8 lbs-ft of torque. Last of the power trio was the Landspeed PowerCore header. We called a lunch break to allow the engine to cool prior to removing the header to prevent stripping any nuts or bolts. Prior to removal, we sprayed the nuts and bolts with WD-40. Not including cool down, we were able to remove the factory header and install the Landspeed unit in 20 minutes flat, working at a frenzied pace. The Civic was back on the dyno and spun the rollers to the tune of 118.7 hp and 98.1 lbs-ft of torque an amazing improvement of 7.0 hp and 2.7 lbs-ft of torque.

Conclusion
By merely spending a little more than $820, we were able to increase the Civic's output by 14.8 hp and 7.4 lbs-ft of torque. The increase in power is easily felt throughout the entire rpm range. Considering the fact that most stock Hondas are slow, this Civic really moves at higher rpm. Where else can you find dyno-proven performance that doesn't break the bank?