imported2nv

im putting my civic up for sale looking to sell close to the end of the show season
i will be bringing in more jdm cars so this one has to be a stepping stone for me.
car has 90,000 km on it now
had 85,000 when i got it
E-TESTED AND CERTIFIED.



well you all have seen the car
upgrades
int.:

5zigen N1R steering
wheel momo evo carbon fiber shift ****
momo evo carbon fiber ebrake with momo boot
blue momo pedals
jdm road flare with bracket
gathers optional rear pods
power mirror
power window
power door locks

suspension:

omni power coil overs street version
front camber kit.
rear upper cusco type ts strut bar
steel braided brake lines
4 wheel disk brake


under the hood
A/C r12 nice and cold
HKS jdm intake very rare for EF's brand new spf purple element
CUSCO RAD CAP.
PILOT OIL CAP
RS-R J SPEC HEADER FOR A DOHC ZC 4-2-1
STOCK JDM EXHAUST WITHOUT RES. STRAIGHT PIPED.
brand new distributor
jdm stanley fogs.
and jdm front lip.


sitting on Mugen MR5's 185 60 14 brand new and they are japanese made potenzas G3's

and to protect everything it has a compustar 900 with all the bells and whistles and turbo timer feature.


any Q's please pm me
willing to trade for an ek hatch with a swap and a little cash depends on whats done to it but through me some offers.

imported2nv

The JDM Civic Si was very much like the US version in body construction. Differences were typical as Japanese Honda Models had A/C as standard, rear defroster, disc brakes, Tilt Steering, Rear Wiper and Air Conditioning. The Civic Si also came with a sunroof just like ours, optional Stanley yellow lense fog lights, and Cassette Stereo with Rear Speakers. The Hood had been made specifically for this model with a raise or bump to the Japanese Passenger Side (our driver's-side) over the Cam Gear Housing for clearance reasons. On the outside, the only noticeable differences between The USDM and JDM Civic Si was the typical DOT requirements for lenses. JDM models do not have integrated reflectors in the lenses, nor do they have them anywhere else, period. The Front Corner Lenses, off the headlights, are clear and do not contain the side marker light - rather this is a separate light on the fender after off the wheel and above the trim stripping. The flasher unit also does not alternate the side marker and bumper lense Turn Signal like in the US - rather it is the same signal and they flash in synchronicity. The Front Headlight lenses are a plastic lense face with a one-bulb reflector construction. They are not Glass like ours with the two-bulb housing. Although they do share the exact same mounting construction - which you will see is unlike the 90-91 Civic VTEC which turns into a one-piece. Factory wheels were 185-60R14. Typical factory colors for the Civic Si were Red, and Black. Like all Honda Japanese constructions, there were no integrated door side-impact beams, no safety glass, and bumpers were light duty and had no impact rating. The JDM Civic therefore in all actuality weighed less than their US counterparts. They do however have a Catalyst (catalytic converter) of the same construction as ours in the exact same location with the same bolt pattern configuration so they are interchangeable. The Seat Belts were the same configuration as the 88 versions (not 89-91) in the US and the receptacles were floor-bolted, not mounted to the seat. The US versions received a beef up door construction in 89, and the seat belt retraction unit moved from behind the rearward of the doorwell, to the inside of the door itself - hence the rear door panel buldge. Belt receptavle also became part of the seat in 89 to 91 US CRX models. The ECU was on the passenger-side floorboard, vice-versa to there US counterparts. This meant the harness comes out the left side of the firewall to the center of the cabin - in the US this is opposite, and therefore the same ECU placed in the US Civic Si would be upside down - which presents only one problem - the LED is lower then the sight-window! The Instrument Cluster reads from 0 to 180 kilometers (last line at 190km), and has a redline at 7200 rpm showing 8 on the tach as the highest number. The Gage layout is exactly like ours, with there being some minor differences otherwise. It does not have a fuel-low warning nor a door-open warning like the later VTEC version in 90-91. The 88-89 versions also never came with ABS. And vinyl trim was never an option.



Powerplant... was a ZC DOHC engine that was notiably torquey with a sweetspot just under 4000 rpm. Engine is very capable to pulling all the way to redline. This engine uses the same mounting points as the USDM 88-91 Civics with their D-series engines. The tranny features a better construction over the SOHC ZC (almost identical to US D16A6) ...SOHC ZC engine in that the difference is a larger diff with larger differential carrier bearings. The DOHC ZC intermediate shaft Spline count is much more and therefore larger in diameter then the Civic Si in the US (and SOHC ZC). The axle configuration is same-length; it has an intermediate axle like the B-series engines and same-length axles to the hubs. The construction is said to be similar to the D16A1 88-89 USDM Integra RS/LS/GS. Although the 88-89 DOHC D16A1 engine does not share anything in common other than basic design. The D16A1 engine is basically a black covered 86-87 D16A1 with an electronic ignition system.

imported2nv

1

imported2nv

2

imported2nv

3

imported2nv

4

imported2nv