HONDA CIVIC EE9 VTEC, or keep the world known mark…..EF9 JDM..for the japanese market .
Speaking of EE9 vtec , is the European version of the japanese version EF9 Vtec model. The famous 88-91 civic chassis, the oldshool model that was and still is the best oldie on the honda sport 90″ class.
Only a real EF enthousiast, can undertand what’s the actual meaning behind this unique model. The 4th generation civic VTEC model , let see a further explation what’s so special about this model.
In late 1989 the new top model of the hatchback was the new SiR, fitted with the 1.6-litre, 160 PS (118 kW; 158 hp) at 7,600 rpm “B16A” DOHC VTEC engine. This, the first B engine, marked 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. 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 8,200 rpm redline and made 150 hp (112 kW), although it made the same 111 lbf·ft (150 N·m) of torque as the Japanese market B16.
Fourth-generation Civic hatchbacks have also become nothing short of notorious among Honda Civic enthusiasts due to their lightweight design and formidable suspension layout which outperforms later generations.
Now, let’s see how this model can be further TUNED and well prepared, both for show and track!
When referring to project cars, the tern “ground up” is often used casually and without merit. This wasn’t going to be the case with this EF project and a full teardown began immediately in anticipation of a proper color change.
Let’s hit the history from the beginning. Late November 2007 , early December and at the workshop of the Biladeris Bros company, a Civic EE9 vtec came in. Original, absolute stock base with all the oem equipment. Without the engine swap, as that was the buy. A few spare parts missing around but nothing major and a front end repair was necessary.
A first impression, “ok , a nice and genuine model , let’s work with it”. Early 2008 the civic, was into the bodywork shop for overall reinforcement and reseal into body arches and several fixing points. A professional job was agreed with high standards regarding the body color. The paint was a unique total of red color mix w gold pearl and a very good quality anti-scratch coating to secure a long lasting protection and a total view of something special and different from the rest.
The engine swap was going to be a nicely street – track tuned turbo B16A1 setup with a combination of short run design turbo manifold and garret turbocharger , with
What’s left was a good clean B16A2 engine swap with very good history .forged engine internals. A lot of engine stuff was gathered, all top of the market brands. CP pistons, eagle rods, arp head studs, sp fabrication, fuel – build head etc++ too many to list. This setup, sadly never came true as was never fitted into the civic . Reason, first come first saw and the complete turbo engine swap was sold to a customer.
So, the NA engine swap was the one chosen to be into the civic.
At the summer of 2008, the civic was finally at the finish point and just be ready to bolt all body parts and complete the pazzle.
All parts was now fresh painted and the ground to top process begun.
The engine swap was decided to run into factory OBD0 wiring , but the work continued with a full wiring tuck on engine bay. Some of the first even wire tucks, been done in Greece as the owner states.
Battery relocation took place into the right quarter of the car trunk.
The brake setup was chosen to be the complete conversion of a integra Type-r 98spec model. It was a full conversion with hubs as well as the 98spec driveshafts which futures the 36mm spline. This brake setup was upgraded with new brakes pads and drilled/grooved discs as well as new HELL high performance brakes lines. It was also replaced the master brake servo unit with a new upgraded 1” and at the end the brake setup was far from better as the feeling of the brakes are superb and performance very well at any condition.
The control of the traction was in the hands of the ETD racing traction control bar, which improves more the braking power , increasing the steering control and giving the best solution of less wheel hop at hard acceleration.
Rest of the suspension setup included a RacingLogic hyperstreet coilover suspension which is ride height and damper adjustable and was combined with aluminum extended top mounts to give enough ground if the car was lowered more than normal.
The rear sway bar that the original ee9 have, was replaced with a Integra Type-r 98SPEC version 23mm which bolts into a custom aluminum subframe brace. Looking at the rear down of the car, you will also notice the aluminium Skunk2 rear control arms.
The right alignment is the most common work to build a project car and as the use differs from show or track, it was needed to be able to suit both ways. So at the front there is the Skunk2 proseries camber kit and Power pro camber kit at the rear. A pair of toe adjustable links was also put at the rear. The bushings were replaced with oem specification and the chassis setup was finished with the addition of a aluminum sport strut bar.
The B16A2 which normally produces 160ps, had received a refresh with new piston rings, new gaskets, stem seals and pumps. The target of 185-190 was set to be the best option and was done with nearly oem Honda components. The bottom remained stock but for more compression the spoon sport high compression head gasket , replaced the oem one. The cylinder head was built with Integra Type-r 98spec camshafts , dual valve springs and retainers. A pair of adjustable cam gears was put also for future “play ground”. The intake manifold is Skunk2 1gen with integra type-r throttle body and the rest intake system is custom 76mm aluminum coated for minimum air temperatures and run with a HKS air filter. A custom air duct was built with a custom air inlet at the front of the bumper, to provide better and colder air flow.
The header came again from Integra Type-r 98spec 2.5” version which was proven to be the best jdm header that honda produces. It’s a desing of 2.5” outlet collector and stainless construction. The rest exhaust system is custom made stainless steel 2.5” piping and J’s type muffler which produce a very aggressive sound from low to high rpm.
The engine management was keept OBD0 with the PW0 ecu which was chipped and programmed to get most of the engine performance. Later on , by the time a local dynoday event was running the Civic hit the rollers with a remarkable print of 193.7 at 8.353rpm with rev limit of 8.850.
The wheel-tire setup, was chosen to be as light as possible. The wheels came from a Japan, maxpro series monoblock construction wheels which weight only 5.15kg! The bronze color is really amazing with the red body of the car and the good looking scene was completed. The tires are Bridgestone Potenza RE002 195/50 15 and the wheel/tires complete fixed with neocrhome lug nuts for the last touch of finish line.
The exterior of the car remain stock, other than a J’s style front spoiler and a pair of Aerocatch hood pins.
Focusing more on the driver comfort than making a statement, the seats are keep but replaced with better looking, which are the Integra Type-r suede rear seats and as for better driver support in corners, a Recaro speed driver seat.
A Momo tuner (NSX type) steering wheel with red stitches bolted into Dspec quick release hub. Fast and precise shifting is the point of track racing and the chosen option was the Tegiwa racespec shifter which is tall enough the get the shift knob nearly next to the steering wheel. This give less distance to the hand from the steering to the shifter and back on. A set of Mugen pedals gave the ultra grip needed all the time. In sharp contrast to late ‘80s interior are very modern rollers.
In conclusion, this project wasn’t as simple as you read above. The project was slowly build, took a lot of working time and timeless hours to decide the correct parts and although some of the parts was replaced twice.
Like anything great in our life, it takes sacrifice. Just enjoy the attention obtained through the owner efforts. It’s really cool to see your friends and each person, looking into your car and taking pictures of it. This means respect to the quality and the time they notice in the build. That’s all about the project car and the specific EE9 project is definitely on of a kind. At the time reading this, the car is used as a daily drive and proves a respectful profile . At the end that’s the difference. A project car that serves as a true enthusiast wants it. Ready for show, trackday able and daily driven! Can’t be better.
OLD SHOOL RULES – EF LOVE!
|JDMaster – Jap SpecialistsPerformance automotive parts salesVeria, ImathiaGREECEwww.jdmaster.net|
|Biladeris BrosCar & truck workshopVeria, ImathiaGREECEwww.biladeris.com|
Writing and presentation – Jspec