The 1.8-liter, four-door, FD1 chassis was the chosen starting point because, like we said, it wasn't like Spoon had anything else to choose from in Japan. First, they grabbed hold of the anemic R18A motor and hucked it out the window. In its place is a K20A mill from the JDM Integra R. The pistons were replaced with forged metal slugs from the S2000 and the sleeves were also altered to accommodate the replacements. Additionally, the rotating assembly was balanced and blueprinted to minimize any vibration and help hit high revs without trouble.
As a result this engine makes around 245 horses at 8,500RPM. Ichishima says the motor can be pushed to 9,000 without any problems and can climb further. Keep in mind the "stock" K20A Type R engine puts out 220hp at 8,000rpm, with a max torque output of 152 lb-ft at 7,000rpm.
Next, the weak-ass 5-speed transmission of the Civic was done in. A 6-speed gearbox from a DC5 was installed, but for further improvements, parts from the CL7 and EP3 chassis transaxles were also used, since all those platforms share the same trans in Japan. What resulted was a slightly shorter final drive ratio for a sportier ride.
Weight reduction and chassis tuning are further elements that set Spoon's whip apart from others. Deleting the vehicle's fat, the finished car weighs a svelte 2,469 lbs., down over 250 pounds from the stock 2,734. Spoon coilovers and 4-pot brake calipers give the car added hops to handle the extra power. In addition, tire sizes were bumped up from the stock 16 inches to 215/40/17 Bridgestone RE01R's on both front and back. The sedan is now the picture of lean and mean.
Before I stepped into his shop's version of a Civic Type R, Ichishima asked me if I knew the story of the wolf in sheep's clothing. He claims that the chassis of this DBA-FD1 Civic has much potential of becoming a real Type R, a wolf underneath the friendly exterior. I replied to him in disbelief, "Come on! How about the 4 doors?" Can there really be a 4-door Type R? Then he reminded me of the '97 Integra Type R sedan. True, but I still wasn't sold as I started the test drive.
I quickly learned the FD1 chassis has plenty of linear stability and turning prowess, 4 doors and all. The lowered vehicle relentlessly clung to the road surface in the test drive, regardless of direction. Turning was as simple as piloting a kart; just point the car where you want it to go. Even with its overpowering engine, the chassis rigidity didn't expose any faults-no over extended roll through curves, just a tight and firm body taking on the road.
Under the hood, the Spoon-tuned K20A made gobs of torque. At high revs under VTEC, Ichishima explained, it feels like there is no limit to the engine. Torque is alive and strong all the way up to 9,000rpm. Indeed, the entire driving experience was extremely pleasurable, almost as though the gear ratio had been tuned perfectly for the winding roads outside of Tokyo.
Driving Tokyo's back roads is one thing, but in order for a Type R to earn its badge it has to prove itself on the racetrack. Can this car actually hold up under the scrutiny of a professional driver on a closed circuit? That was the next task, to find a pilot that could tell us the objective truth.