Messing with this boosted, K24-motivated EG Civic on the street is like catching Johnny Cash on the wrong side of a drinking binge. you're gonna get hurt.
There is little argument that the '92-'95 Civic hatch is the tip of the spear when it comes to the import scene. It's Ground Zero, the point of origin, and the groundbreaker that put imports on the map first, best and forever.
When thinking of those early days and the harsh attitudes in play, visions of a reckless, indifferent, hard drinkin,' hard playin,' hard lovin,' Johnny Cash come to mind. "The Man In Black" was an ass kicker at his core, rebellious beyond reason at times, but always true to himself. In the end, that truth and undeniable talent won over the status quo.
There was great disdain for the Civic at drag strips across the land in the mid to late '90s. A lot of smack talkin' import haters took their best shots. But the EG battled the mainstream, walked the line, and came out the other end stronger because it ran the number, made the power, and straight up had the talent.
While other cars of the era fell by the wayside, the EG has shown the longevity of Cash. An American Original never goes out of style, and there are a number of reasons why the EG Civic is as relevant today as it's ever been. EGs are cheap to buy, cheap to insure and flex more aftermarket support than any model this side of the Mustang 5-point-slow (5.0).
The EG has cheated time because savvy Honda tuners harness 21st century technology and develop it for all Civics, from the latest offering, back to scene-founding 1992-vintage models.
This point is most vividly illustrated by the number of engine swap kits on the market that make B-, H-, and K-Series engine swaps a snap for the power mongering EG enthusiast who wants the latest Honda technology under the hood of his classic.
This technological back draft was the guiding force behind Andrea Koury's EG hatch build-up. But things didn't start off that way.
"While still in college, I began planning my turbo D series street car build," says Koury. "After almost every component was purchased and the long-block fully assembled, I had visions of a drag car and it was clear the D series would not make the grade." Koury and her co-conspirator in college, Jeff Evans, saw great potential for the then-new K series engines and set about drawing up a post-graduation game plan. After tossing their caps skyward, Evans decided to step up and open his shop, Evans Tuning. Koury joined the team and the EG was christened the shop car.
The timing was excellent because Hasport had just released its K series swap kits. So the two friends set out to find a 2004 RSX Type-S powerplant and aimed for the NDRA street tire class.
"We called around to order engine internals like pistons, rods, valvetrain stuff," says Koury, "but much to our surprise, we could only get pistons. Rod selection was non-existent unless we wanted to pay $1,200 for a custom set. Then we magically stumbled upon a deal we couldn't pass up, a 2004 Acura TSX [engine]. Yep, we were going big block. We skipped building the bottom end and decided to push the limits of the K24 stock block."