GTcarz - Automotive forums for cars & trucks. - 1993 Honda Civic Turbo ***pic's & info***

Ricky Harris’ 1993 Civic CX

Propulsion

Ricky’s EG is anything but flashy. Take a look under the hood and it’s obvious where the majority of this Civic’s funds have been allocated. The build was based upon the age-old and proven LS/VTEC setup, in this case B18B1 muscle and B16A brains. In order to handle the proposed 25-30psi of planned boost, the block was fitted with LA Sleeves ductile iron cylinders housed around Calico-coated JE pistons and Crower connecting rods. The dished pistons and 81mm bore keep the B18B1 at a turbo-friendly 9.2:1 compression ratio.
Up top, the JDM B16A cylinder head was massaged and reworked by Pure Tuning in Toledo, Ohio. Air enters the combustion chamber through a 70mm BBK throttle body, teamed with a JG Edelbrock intake manifold. Integra Type R camshafts actuate a set of 0.5mm oversized and nitride-coated Ferrea valves, and are fine tuned with a pair of STR adjustable camshaft gears. DPR valvesprings increase the seat pressure, warding off any valve float, and are held in place with the company’s titanium retainers. ARP head studs suck the head against the block for a positive seal. A Power Enterprises high-tension timing belt replaces factory-issue and offers Ricky further peace of mind.
A Golden Eagle LS/VTEC oil-line kit keeps the VTEC mechanism within the head lubricated while a B&M oil-cooler kit ensures said oil remains at acceptable temperatures. A Pro Drive oil-pump gear set and Moroso oil pan were also added in order to promote efficient lubrication. Intake contamination due to blow-by is no problem thanks to an Endyn breather kit.
While the engine itself bears an impressive list of modifications, pop the hood and the star of the show is the equal-length RPS exhaust manifold teamed with a T4 turbocharger. The Garrett unit features a .68 A/R turbine and .70 A/R compressor, and is said to be good for more than 600 hp. Air is chilled and directed into the engine, thanks to a 24-inch wide XS Engineering front-mount intercooler teamed with Raceline fabricated piping. Tial handles both wastegate and blow off duties with 40mm and 50mm valves, respectively. Spent gases exit through a Raceline 3-inch downpipe and Kteller exhaust.
Fuel is kept in check with Precision 1000cc/min injectors, an STR fuel rail and a series of Aeromotive components, including a regulator, inline pump, filter and fuel pump controller. Fuel is fed through -10 steel-braided hose, also from Aeromotive. MSD ensures adequate spark with their Digital 6 ignition, external coil and 8mm spark plug wires matched with NGK plugs. All is tuned to the note of 389 wheel hp at a mere 14psi of boost with an AEM EMS.
The B18B1 mates to its corresponding LS gearbox, which plays host to a Quaife limited-slip differential and Competition Clutch twin-disc clutch and flywheel package. Driveshaft Shop stage 5 axles replace the delicate factory pieces and are on-call for when the boost is turned up. Also at the ready is a Golden Eagle scatter-shield, should anything go awry.
Water temps are held at bay with an FOZ aluminum radiator and a SPAL cooling fan.

Rims & Rubber

On the street, Ricky’s EG makes use of 15-inch Rays Gram Lights wrapped in BF Goodrich 225/50-15 drag radials up front and 205/50-15 comps out back. ARP extended wheel studs fasten the rims to the hubs.

Stance

The suspension on this hatchback was anything but overlooked. Ricky not only fitted the EG with TEIN FLEX coilovers, but also installed the company’s EDFC (electronic damping force controller), which allows him to manually adjust dampening characteristics from the driver’s seat. To aid chassis stiffness, Ricky’s father welded the AME six-point rollcage to the unibody, and a Password JDM front strut-tower brace was bolted in place. Suspension Techniques front and rear anti-roll bars ward off body roll, as does the Energy Suspension bushing kit which replaced all of the factory-issued pieces. At the track, front wheel hop is eliminated with the help of Competition Engineering traction bars.

Resistance

Integra rotors and calipers were called upon to replace the smaller front discs, and rear drums and are enhanced with Axxis pads and Russell stainless-steel braided lines.

Body

Outside:

With the bulk of funds going toward more functional items, the exterior remains simple. House of Kolor Black Pearl/Blue Frost Pearl was applied just before Ricky added a carbon-fiber hood, rear hatch, duckbill wing and front lip, all from VIS. A host of JDM EG lights all around add to the distinctive nature of this Civic.

Inside:

As is the case with the exterior, the inside is all business. In the midst of the Bride Zeta III racing seat and Takata harness combo sits a Summit Racing 15-gallon fuel cell and aluminum battery enclosure. Along with a JDM EG gauge cluster and clock, a series of Autometer gauges were fitted to the Civic, including a carbon fiber tachometer, and boost and oil pressure gauges. These, along with an AEM air/fuel ratio gauge keep Ricky in tune with the inner workings of the engine.

There was a time when Ricky Harris craved only one thing: a late-model Civic reared of racecar proportions but destined for the daily commute. The idea had been festering in his head ever since his younger brother Rob joined the ranks of the Honda scene a few years back. Harris watched his sibling tweak, tune and race his 2000 GS-R and watched as no less than five engines suffered at the hands of nitrous, turbochargers and lofty compression ratios. You might say Harris knew what he wanted. You might also say that, through Rob’s experience, he knew what he didn’t want.

Determined, Harris acquired a B18B longblock and an off-the-shelf turbo kit prior to laying claim to a Honda of his own. Saying he was eager to get started would be an understatement.

He later sourced “a crappy piece of junk” ‘92 Civic and the project began. The engine was fitted and boost applied, and no sooner than when Harris heard the first echoing of the blow-off valve, he concluded that this just wasn’t the race-bred street sled he’d dreamt of. After contemplation, he resolved that a do-it-once, do-it-right approach was the only way to get things done.

With haste, Harris took his business and vision to local speed shop Raceline Tuning in Cincinnati. He conveyed to owners Josh Bonati and Rick Williams what he wanted and the duo quickly began to accommodate his needs. The team gave a thumbs-up to Harris’ B18B engine block choice but upped the ante with a B16A VTEC head swap. Harris’ bolt-on turbo solution was also sent to the classifieds, per the advice of Bonati and Williams. The two had much larger plans for this potential street beast, which would take shape in the form of a Raceline customized turbo kit.

While the longblock was being stuffed with goods from JE, Crower, DPR and Ferrea, Harris put his dad, Rick, to work on the chassis. A certified welder by trade, Rick Sr. fitted the six-point AME roll cage to the unibody and went to town with his TIG welder. Shortly after, Harris dropped the hatchback off at the local body shop for a color change and a few select cosmetic add-ons.

With safety and aesthetics up to snuff, the chassis was toted back to Raceline for the final touches and some dyno time. Bonati and Williams complemented the LS/VTEC with a monster fuel system worthy of supplying more than enough petrol, as well as an AEM EMS designed to keep fuel, air and spark all in check.

At a mere 14psi of boost and drinking from the 91-octane pump, Harris’ hatch belted out a stalwart 389 wheel hp on Raceline’s in-house dyno. Although a far stretch from his grandiose goals of nearly quadrupling the B-series’ output, Harris reminds us that a few clicks of the boost knob and a tank full of race gas are just around the corner.

After nearly three years of work, Harris says he’s finally taking some time to enjoy the fruits of his labors and a trip to the drag strip is in the near future. But for now, he says he’s perfectly content laying down tracks of rubber on the local freeways at a comfortable 110mph.