Some engines need to scream to incredible revs to make decent power. Some engines have so much stump-pulling torque they can chug out power seemingly effortlessly. Roger Yap's Honda Civic VTi-R is an interesting mix of both.
Truth is, every fast VTEC Honda needs a big bag of revs to get swinging. Below the second stage of VTEC, you might as well be driving a non-VTEC variant. And that's a shitter when you drive a 'fast' Honda on a daily basis - you don't feel any extra urge until you grab it by the neck and w-r-i-n-g it.
After about 1½ years of ownership, Roger got tired of his little VTi-R's need-to-rev-me antics and had saved enough cash to do something about it. You see, not so long ago he'd owned a (non-VTEC) turbocharged Honda Civic coupe. The sucker had plenty of torque and was a ball to drive - until it got crashed and it would drive no more. Logically, this 1.6-litre DOHC VTEC VTi-R Civic hatch was called in as the replacement.
But the stockie vehicle is only good for 118kW and 8.7 seconds 0-100 km/h, so soon Roger made a move to do something about the relatively sad performance. Roger stepped into Sydney's HyperTune (who share space with BD4s) to bring back those days of abundant torque. Of, course Roger knew what he wanted - a turbo kit.
Adrian of HyperTune responded by fitting a HKS cast exhaust manifold and a 400hp Garrett GT turbo wasting into a Japanese 3-inch stainless steel exhaust system. An Earl's oil cooler was also installed to ensure reliability.
With the static compression ratio brought down only a tad thanks to a 2.6mm Top Fuel head gasket, effective intercooling is essential. Plazmaman takes care of that department good an' proper, with a front-mount core tucked in the bumper opening. Plumbing to and from the intercooler - and the plumbing that connects to the Blitz pod air filter - is a HyperTune arrangement using Blitz alloy mandrel bends. A HKS sequential blow-off valve vents boost and makes sounds just prior to the factory throttle body.
Keeping up with the necessary fuel flow is a large Bosch pump and a replacement set of Blitz 534cc injectors, which are controlled by a plug-in A'PEXi Power FC hand controller. This controls fuel, and ignition but not boost pressure - a Blitz electronic device allows manifold pressures of up to 15 psi.
Now producing a stonking 305hp at the wheels - yep, 305hp at the wheels on BD4's DynoJet chassis dyno - the Civic puts its meaty supply of torque through a RPS carbon clutch and into a standard 5-speed manual gearbox. The 'box has held up all right thanks to some sympathetic treatment. Improved FWD traction comes through the use of Falken Azenis semi-slicks mounted on standard VTi-R 15-inch 5-spoke alloys.
Keen on high G-force handling, Roger has also fitted some top-notch suspension beneath that oh-so innocent looking body. DMS (Drummond Motor Sport) struts give plenty of damping adjustment and adjustable ride height - the car is presently set just a bit lower than standard. A Jumbo rear swaybar is also slipped in under the rear. And to help keep the body a bit stiffer during hard cornering, an aftermarket rear tower bar has been bolted in to complement the factory-fitted bar that lives under the bonnet. Brakes are standard Civic, with the inclusion of Endless pads front and rear.
The lowered suspension is one of the biggest pointers that this car is modified. The only other give-aways are the polished rear muffler and the intercooler core shining in the front - tint and a gold Honda badge don't really count. Roger says he's a giant fan of sleeper vehicles - and that's not surprising. He must get a real buzz out of wasting a variety of high-performance cars that expect they'll manage an easy win.
Roger is also rapt in how much easier this little beast is to get hooting. You just slam you're foot down, wait a split-second for the turbine to spool up and you're thrusted off - it's a big contrast to the stock VTEC vehicle that's for sure! Not surprisingly, Roger has no plans of selling (or crashing) this little rocket ship. On the cards, perhaps, is a bit of engine work inside the engine.
I guess when you know you're on a good thing why not keep at it?
Contact:
HyperTune
0402 972 674
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