What defines a true import "enthusiast"? The debate has gone on for what seems like ages now. On one end, you have individuals who look for the rarest JDM parts and build strictly show cars. At the other end of the spectrum you have the guys who are all about stretching their cars to the limit and powering through hairpin turns at their local track events. There isn't one definite way to build a car. Let's face the facts; despite what many will tell you, there certainly isn't a definite way to build a Honda. You could honestly go either way; after all, you should really be building it for yourself. No matter which end of the spectrum you will eventually find yourself leaning toward, know that a truly great build, a universally respected build, comes from an individual who finds the perfect balance between the two. Having a beautifully built car that doubles as a track-terror is like having the proverbial cake and eating it too.
Will Salazar from San Diego knows this to be true and his quest to find this balance started at an early age. "My first Honda build was a 1988 CRX HF in 2000," says Salazar. "I used to drag race it at Southern California track events and various open Carlsbad import days." The then 18-year-old Salazar had gotten off to a pretty good start, especially since he was growing up in a city known for producing great Honda projects along with an older brother who was also heavily involved in the scene. "The [CRX] had a lot of modifications, including a complete B16 swap with full suspension and brakes. It just needed a JDM EF8 front end and paint job to finish the build."
Unfortunately, a series of events followed that would not allow the build to ever be completed. One day at work, a truck plowed into Salazar's pride and joy and completely totaled the vehicle. "Luckily for me it was struck by a local company's work truck and its insurance company was able to compensate me for about $11K for the price of the car and all its modifications. Moral of the story: Save all your receipts!" exclaims Salazar. Though the shell was ruined, the heart of the CRX-a B16 originally from a '00 Civic Si-remained intact. Salazar knew that this motor was special. Among his peers, it became somewhat of an anomaly. Consistent mid-13 second passes in the quarter-mile with merely an Iceman cold air intake, Mugen chipped ECU, and 20x8-14 MT slicks was all Salazar needed to decide to keep the motor for his next project.
The shell of the '93 Civic CX that graces theses pages was purchased as just that, a shell, back in 2003 from a friend of Salazar's that worked for Eibach Springs. The only thing done to it at the time was a set of Tein RS coilovers with machined perches designed to accept custom 600-pound front and 900-pound rear Eibach springs. Salazar had purchased the shell with plans to reuse the heart of his old CRX, but before dropping the motor into its new home, he decided to add some upgrades. An ITR manifold and Spoon header found its way onto the motor and headwork came in the form of Buddy Club Spec-3 cams and a Port Flow valvetrain. With the headwork completed, Salazar decided to take it to Shaun Church at Church Automotive Testing for dyno tuning and the B16 was able to produce 178 hp. "I needed more power. I decided to stick with the B16, leaving it stock bore and stroke, and I built it."