Pros
If we had to choose one defining "halo car" of the tuner movement it would have to be the Civic. Love it or hate it, the car's positive response to modification has made it popular with gearheads since its debut over 30 years ago. The Si hatchback of the late '80s really started to get things moving and by the time the '00 Si Coupe rolled into showrooms, the tuner movement was in full swing. Honda may have missed the mark with the EM Civic-which the States got stuck with in 2001-but quickly redeemed itself with the release of the EP Si Hatch in later years and the Si Coupe that followed. This month we test Honda's newest Si Sedan offering and find the platform has only improved with age; its K20 banged out just over 172 whp at baseline-12 horses more than could be generated at the flywheel of the stock B16A-powered Si we all lusted after just years ago.
Cons
The si's K20 is a double-edged sword: mechanical improvements over its venerable B-series predecessors increase its efficiency and pave the way for power, but emissions requirements mandated in '08 vehicles keep it from reaching its full potential in factory trim-and create headaches for those trying to coax more power from it through the use of basic aftermarket parts, while maintaining street legality.
Notes
In tinkering with Honda's latest Civic, we thought it only logical to call upon the assistance of a man who has been in the game long enough to have modi- fied the company's earliest Civics. Oscar Jackson oversaw this month's installs and testing, from within the accommodating confines of the Skunk2 Racing/ Kraftwerks Performance headquarters in Norco, Calif. Once again proving that if there's anything he knows better than most-it's how to wrench!
Dyno 2
Skunk2 Mega Power R Cat-Back ExhaustPeakHP 174.5 / PeaKTq 126.1
Horsepower Gain
* 2,000 to 3,500 hP range: -2.1 to -1.0
* 3,500 to 5,500 hP range: -1.0 to 1.2
* 5,500 to redline hP range: 1.2 to 6.0
Torque Gain
* 2,000 to 3,500 tQ range: -4.0 to -2.1
* 3,500 to 5,500 tQ range: -2.1 to 0.9
* 5,500 to redline tQ range: 0.9 to 5.1
Pros
The Skunk2 exhaust's larger 70mm piping and straightthrough muffler design offer improved flow over the stocker; power and torque output after the VTEC crossover point jumped considerably. unlike other exhausts that are simply adopted coupe systems, Skunk2 actually designed their Si sedan unit from the ground up-you won't find a better-fitting system out there. Full stainless steel construction ensures you'll get a lifetime of use from it.
Cons
Low-end power suffered a little on the dyno and power production took a strange dive near redline as well- neither significant of a defect in the exhaust, but more a product of the K20's ECu adjusting for the change in air flow. The exhaust's aggressive design makes it a little on the loud side (but not at all raspy), which we were okay with, but if getting hassled by the cops is a problem where you drive, you'll probably want to make use of the muffler's removable silencer.
Parts
Three-piece exhaust system with muffler, hardware and gaskets
Tools
14mm socket and wrench, wD-40
Installation Time
20 minutes
Notes
Use plenty of wD-40 on the rubber hangers to help with their removal and reinstallation. The Skunk2 system bolts up to the OE catalytic converter studs so don't lose the nuts. Lastly, make sure to re-use the OE ring gasket at the catalytic converter and the included Skunk2 gaskets where applicable.
Dyno 3
Fujita Short Ram Intake System
Peak HP 178.5 / Peak TQ 126.3
Horsepower Gain
* 2,000 to 3,500 hP range: 6.0 to 2.1
* 3,500 to 5,500 hP range: 2.1 to -0.5
* 5,500 to redline hP range: -1.0 to 5
Torque Gain
* 2,000 to 3,500 tQ range: 6.1 to -1.5
* 3,500 to 5,500 tQ range: -1.5 to 1.0
* 5,500 to redline tQ range: 1.0 to 3.1