Monday, July 20, 2009

HONDA CIVIC SI HATCHBACK - 5th Generation (EP3) 2002-2005


 This is very nice Civic, but the gear at dashboard make this civic funy. In 2002, the Civic Si received a complete redesign and returned to form as a hatchback. The body shape of this model was based on the "New Bullet-Form" concept, which aimed to create a more dynamic look and provide greater stability while traveling on highways or winding country roads.

The interior layout also distinguished itself from other Civic Si generations with a dash-mounted shifter. Based on a platform manufactured at the Swindon plant in England, the hatchback was launched around the world in many different trims, most notably as the Civic Type R in Europe and Japan. Shifting away from the B-series engine, the seventh generation Civic Si adopted the K-series K20A3 engine, which put down 160 hp (119 kW) at 6,500 RPM and 132 lb·ft (179 N·m) of torque at 5,000 rpm.[12] With a redline of 6,800 RPM, the Si distanced itself from the narrow, high-RPM powerband engine of its predecessor, and as a result saw a 20 percent increase in torque.

Performance was relatively underwhelming compared to the competition; the switch to MacPherson struts from double-wishbone suspension resulted in less responsive handling, and a near-150 lb increase in weight to 2,744 lb contributed to slower acceleration than the lighter '99-'00 Si. Much of the weight gain is attributed to the chassis' stouter structure when compared to the previous generation hatchback, with the '02 Si boasting an increase in torsional rigidity by 95 percent and a bending rigidity increase of 22 percent. With the increased chassis rigidity compensating for weight gain, the 5th-generation Civic Si saw roughly the same performance numbers as the previous generation Si, with 7.6 seconds to 60 mph and 15.8 seconds at the quarter mile.
Other factors adversely impacting performance included the lack of an LSD (limited slip differential) and having to shift into third gear to get to 60. First gear ends at about 30, second ends at 55, and third ends at 82 mph (132 km/h). The '04-'05 models received minor revisions. Cosmetic changes included revised headlight (dual bulb setup) and taillight designs, standard side skirts, and an option for a HFP.
The suspension was updated with a change from 4 lug to 5 lug bolt pattern, a larger rear sway bar, and a change from the 15-inch wheels (195/60-15) to the 16-inch wheels (205/55-16).
The interior received more silver accents in place of the chrome ones (the lock switch).
The Honda chassis code for the Si and Type-R models is EP3. In Canada it is referred to as the Honda Civic SiR, and was discontinued in 2005. There was no high performance Si derived from the seventh generation USDM Civic sedan or coupe.

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Honda JDM Civic Type-R - (EK9 Vtec) 1st Generation 1997-2000

Production years : 1997-2000
Body Style (s) : 3-door hatchback
Transmission (s) : 5-speed manual (With LSD)
Engine (s) : 1.6 L B16B Vtec I4
Note: This engine uses the same block as the Integra Type R, which is taller than the B16a block, but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16. It is basically a 'Destroked B18C Type R

The EK9 Civic Type R was preceded by two previous generations of unofficial Type R's - the EF9 SiR I and EG6 SiR II. The EF9 was the first Civic to feature the 'Racing' moniker, in the form of the top of the line SiR trim, featuring racing technology available in a production car.

The first Civic to officially receive the Type R badge was introduced in 1997 as the EK9. As a hatchback which continued the 'R' philosophy from the 2 previous SiRs, the EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox etc.

The B16B engine boasted one of the highest power output per litre of all time for an NA engine with 185 PS (136 kW; 182 hp) from a 1.6L. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red Recaro seats, a titanium shift knob and a Momo steering wheel. In 1999 the Type Rx was introduced featuring a CD player, body colored retractable electric door mirrors, power windows, auto air conditioning, keyless entry unlock system, aluminum sports pedals, and a carbon type center panel.

The SiR badge from the previous 2 generations was ceded to the EK4 Civic as a mainstream sedan and hatchback which was sold in huge numbers across the globe due to its relatively low cost, practicality and everyday usable street performance/driveability.

Honda Civic Si (Em1) - 4th Generation 1999-2000

Production Year : 1999-2000
Body Style (s) : 2-Door Coupe
Transmision (S) : 5-speed manual
Engine : 1.6-liter B16A2 Vtec (SiR only)

This Honda SI its a bit diffrent form the other Civic Sibling, becouse she not a Hatchback, its a sedan. After a brief hiatus in the Civic's 6th generation, the Civic Si reappeared in 1999. With the adoption of the VTi badge in Europe and the SiR and Type R badges in Japan for the sports variants of Civics, the Si became primarily a USDM-specific badge, a branding trend that would continue in subsequent Civic generations. The 1999 Civic Si trim featured a 1.6-liter B16A2 (SiR only) engine that made 160 hp (120 kW) at 7,600 RPM and 111 ft-lbs. of torque at 7,000 RPM in a car that weighed roughly 2,600 lbs. Sharing a similar power plant to the 1.6-liter Del Sol, the Civic Si saw some notable differences, which include a larger throttle body, improved intake manifold, strengthened connecting rods, low-friction/high-silicon pistons, a fully counterweighted crankshaft, and an exhaust system with larger piping diameter. It featured good fuel economy (27/31 city/hwy MPG), independent suspension at all four corners, and a more popular coupe form. The trim garnered a dedicated following in spite of its short production cycle. It can go 0-60 in 7.2 seconds.

Changes from the standard Civic included stiffer, progressive-rate springs, stiffer front and rear anti-roll bars, and a tower brace, which contributed to a flatter-cornering ride. Aesthetic exterior changes from LX/EX models were minimal, with the Si trim featuring a lower-profile and wider 15-inch wheel/tire package, a subtle chin-spoiler, side sills, and Si badging. For the interior, the fourth generation Si had tilt adjustment for the bottom cushion, a standard CD player, sunroof, power windows and door locks, a leather-wrapped steering wheel, remote keyless entry, air conditioning, cruise control, and red-faced instrumentation with Si branding.

Only the EX sedan, 99-00 SiR (Canada), and some 96-98 EX coupe Civics came equipped with an anti-lock braking system; the 99-00 Civic Si did not have this feature except the Australian version sold as the VTi-R.

Like other Civics, this was the last generation of the Si to feature a front double-wishbone suspension. Subsequent Civics including the Si trims have since adopted the less-expensive and more compact MacPherson struts

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Honda Civic Si hatchback (SiR-II) - Third generation (EG/EJ) 1992-1995

 In Malaysia we call it Honda Jerung (JAWS). I dont know why they call its Honda Jerung, please dont ask me. The American-market Civic Si of 1992-1995 used a 125 hp (93 kW) / 106tq single-overhead cam D16Z6 VTEC engine, which enabled the car to hit 0-60 in 7.5 seconds; and a quarter-mile time of 16.1 at 86 mph.

VTEC activated on the intake side and not the exhaust side, which was the result of the spark plug blocking the area where the cam follower would be. Standard equipment included 14-inch steel wheels with plastic wheel covers, front/rear disc brakes, tachometer, dash clock, power sliding moonroof, cruise control, power mirrors, power steering, and driver's side airbag. In 1994, a passenger side airbag and rear speakers were added.

Again, different regions adopted different powerplants - the European and Peruvian Si's used a 130 hp (97 kW) D16A9 engine. At this time, however, the Si was not the most powerful variant of the Civic in Europe; Honda introduced to the region the Civic VTi, which featured a 160 hp (119 kW) B16A2 engine. The JDM version SiR carried an even more powerful B16A engine, which made 168 hp (125 kW). Civics in Japan using the SiR name included the EG6 SiR-II (hatch) and EG9 Ferio SiR (sedan) Civics as well as the CR-X Del Sol.


Friday, July 17, 2009

Civic Si Hatchback - Second generation (EC/ED/EE/EF) 1988-1991

This the car i folling in love..... In Malaysia there call it Honda Dolphin and other name that i cant call it here. The second generation Civic Si shared a chassis with the 2nd generation Honda CRX. The American-market Si sported a 108 hp (81 kW) D16A6 engine and weighed in at 2,286 lb, achieving a factory 0-60 of 8.1 seconds; and a quarter-mile time of 16.2 at 82mph.[5] The main standard features of the Si trim were the power sun roof/moon roof, tachometer, passenger door mirror, color matched bumpers, dash clock, larger exhaust, front and rear anti-roll bars, 14" wheels and sport seats. Additional options were air conditioning and fog lights, as well as the different Honda Genuine Accessory alloy wheels. In Europe and Australia, a more powerful D16A8 engine was used instead, which made 122 hp (91 kW).

Compared to the previous generation, the Civic Si saw an improvement in handling, in part due to the double-wishbone suspension at all four corners and lower wind drag due to the sleeker body shape.

Initially, the Civic Si hatchback was absent from the line-up, with only the CRX Si offered for the 1988 model year. That changed, however, for 1989, and the Civic Si hatchback was reintroduced, along with a 3-hp upgrade for the D16A6 engine across all Si trims (making 112 hp). As with all other trims, the Civic Si received a slight visual upgrade in 1990, featuring revised bumpers and tail lights.

In the later years of the second generation, the JDM version adopted a 1.6L B16A engine that produced 158 hp (118 kW), and was the first to adopt the name "SiR" instead of Si. With its light weight, independent suspension and powerful engine, the car was well-received globally, receiving “Golden Steering Wheel Award” from the German newspaper Bild am Sonntag, and ranking first in France’s L’Automobile Magazine 1989 survey on car quality and reliability. The European model badged as a "1.6i-VT" used a slightly less powerful B16A1 engine, which had an 8200 RPM redline and made 150 hp (112 kW), although it made the same 111 ft.lbf. of torque as the Japanese market B16.

Along with the introduction of the B-series, the second-generation Si saw the introduction of Honda's variable valve timing and electronic lift control technology, or VTEC. By providing two different camshaft profiles—one for fuel economy, one for performance—the VTEC engines set a high-revving, naturally-aspirated precedent for future performance variants of the Honda Civic.

Due to the difference in engine output and modification potential between the American and JDM models, the second-generation Si sparked a popular trend of engine swapping, where tuners would replace the D-series power plant (whose limiting factor for power were its weak connecting rods) with the stronger B-series motor

from wikipedia

Honda Civic SI Hatchback - First Genaration (AT) 1984-1987

The Other name for this Honda is Honda Mayat (Malay Speak). Becouse its more like "kereta mayat" (the car that carry death people to the grave). Honda first adopted the Si badge for the JDM third-generation Civic in November 1984. Mainly offered in hatchback form, the main aesthetic difference for the Si was the slight bulge in the hood, which accommodated for the 1.6-liter DOHC engine. A four-door sedan variant also existed in Japan, but were produced in small numbers and were rare. Designated as ZC1 in Japan and D16A in Europe, the new engine put out 122 hp (91 kW), enabling the car to hit 122 mph and go from 0-60 in 8.9 seconds. Since compact cars at the time typically made less than 100 hp (70 kW), the Si proved popular amongst tuning enthusiasts.

In the United States, a Civic S trim was introduced in 1984, featuring sports seats and reclining rear seats. Although the S retained the semi-independent rear beam with coil springs for the suspension, a rear stabilizer bar was added to improve handling. Unlike the JDM Civic Si, the S trim used the same carbureted 1.5L EW1 engine as the base and the DX trims. 1985 finally saw the US release of the Si trim with the Civic CRX Si, which featured a fuel-injected, 1.5L SOHC EW3 engine making 91 horsepower, a monotone paint scheme; (white, black or red), 14-inch alloy wheels with 185/60R high-performance tires, a standard power sunroof and sport seats. The comparatively quicker inline-four engine propelled the CRX Si from 0-60 in under 9 seconds.

In 1986, the Si trim was extended to the Civic hatchback, offering the same performance of the CRX Si but with four-seats. Added improvements for the Civic Si hatchback included a removable glass moonroof, a five-speed manual gearbox, tilt steering wheel, a full-width taillight panel, a color-keyed front airdam and a roof spoiler. Like the CRX Si, the Si hatchback was powered by the same 91 hp (68 kW), 12-valve SOHC engine designated EW4/D15A3 (the latter code was used for the 1987 model year but with the same specs). The Civic Si also saw a release in New Zealand and Australia in 1987, and sharing similar specs to the American-market Si.

from wikipedia