"When my dad saw the motor out of the car he went insane," he says.
Between the secrets and lies, the Si prevailed with nearly double the power, mid-11-second timeslips and ultraclean lines. While other dads may have made their kid return the car to stock, the elder Sierant's car guy roots shone through. Apparently, Dad understands Sierant's secrets.
A Classic's OriginsThe Civic's roots date back to '73, but it wasn't until 12 years later that U.S. car buyers would have the opportunity to get their hands on the performance icon known as the Si. First offered as a CRX, hatchbacks became available the following year for those desiring four seats.
An acronym for "sport injection," the Si became the first Civic to incorporate a fuel-injected, 1.5-liter powerplant, bidding good-bye to the age of carburetion. Early Si's quickly became synonymous with performance, featuring 14-inch wheels mated to high-performance tires, a monotone paint scheme and sport seats.
Honda ushered in a sleeker, more powerful Si in 1988. The new D16A6 crossed the 100-hp threshold by five ponies and a double wishbone suspension became standard issue. The '92 Si boasts the more robust, 125-hp D16Z6 and the closer ratio five-speed transaxle became standard, as did ABS and power interior features.
The Si skipped town from '96 to '98, and returned in '99 with what some consider the best package yet. A 160-hp dual-cam B16A2 powerplant, firmer suspension, 15-inch wheels, close ratio gearbox and sporty body accents separated the Si from lesser models. But it was short-lived, bowing out after only two model years.
It returned in 2002 with a larger displacement engine (but same horsepower), a switch to the MacPherson strut suspension to increase cabin space and unique dash-mounted (some say rally-inspired) column shifter. Despite its heritage, this Si didn't stoke the enthusiast fire, which sales quickly reflected. All of that may be set to change with the imminent launch of the 2006 Si.
The Si was the first compact that dared combine the words sport, compact and high performance. But after nearly 20 years of production and a laundry list of competition, it's one dare that's more than paid off.
bolts&washersJason Sierant's '99 Civic SiPropulsionThe factory B16A2 block was ditched in favor of a larger displacement B18B1. An Inline Pro oil line kit delivers the original B16A2 head oil from the non-VTEC block. Engine internals remain stock but a thicker, Inline Pro head gasket drops compression to 8.6:1. ARP head studs fasten the head and block together. Intake bolt-ons include a JG throttle body and Integra Type-R intake manifold. GS-R camshafts replace the originals and are mated to STR adjustable timing gears. Since the newer B-series blocks come without a crankcase breather system, Sierant installed an Endyn piece.
Power comes from a DRAG Generation III turbo kit using an upsized T3/T04E featuring a .60 A/R compressor housing and .63 A/R exhaust. A cast DRAG manifold houses a TiAL 35mm wastegate for boost control while inside a Turbo XS dual stage boost controller further regulates boost. A Blitz blow-off valve relieves pressure and resides just after the DRAG front mount intercooler and chrome piping. A 3-inch exhaust system fabricated by Mufflex Performance mates to an A'PEXi N1 muffler.