compare cars, What Matt Galiano wanted for his Honda Civic Si
wasn't entirely unreasonable: "To have a nine-second street car that I
could pull into a car show and drop jaws with." That's what he wanted,
and that's what so many others have tried to attain with little to show
for it. That's mostly because making a front-wheel-drive Civic capable
of speeds over 150mph in the quarter-mile is hard enough. Doing so with
the right combination of show-winning paint and polished bits makes all
of this even more challenging.
As it turns out, though, a nine-second show car
isn't exactly what Galiano's always had in mind. A daily driver is what
he was looking for in late 2012 when he picked up the inoperable Civic
Si. "It didn't run, [but] it was a super easy fix," Galiano says. "I
intended on using it for a daily driver—to just put some wheels on it,
clean up the engine bay, put a new paint job on it and drive it." That's
what he told himself anyways. Meanwhile, Galiano was only denying and
prolonging what he probably knew all along: "The more I thought about
it, the more I wanted to build a car to take to the track."
Photo 2/32
| K20 Honda Civic Si - Both Worlds
And that's exactly what he did shortly after
getting the only twin-cam, B-series Honda Civic ever offered in the US
up and running. By the beginning of the following year, Galiano's Civic
Si was parked for good and completely torn apart, awaiting its rebirth.
"I began building it with the intention of it still being able to be
driven on the street," he says. "It was almost complete and then I
decided to make it a full-blown drag race car."
It was the second and final time Galiano would
change his mind. From here on out, the Civic would become a dedicated
track car. It was also supposed to be completed within the same year. "I
set a goal for myself to finish it last year and tried everything
possible to do that," Galiano says of the tight deadline. It started
with ridding the two-door of its B16A2 engine that was exclusive to the
Si and later-model del Sols. Instead, the RSX's K20A2 was dropped into
place with the help of Hasport mounts and a seventh-generation Civic
Si's transmission. More than 800 horsepower comes by way of a Precision
turbo that blows through the fully reworked long block that's been
fortified with ductile iron sleeves and forged internals. Externally,
the fuel system has been beefed up with 2,000cc injectors and a couple
of pumps from Bosch, all of which are controlled by AEM's Series 2
standalone engine management system.
Despite his successfully melding the often
at-odds worlds of drag racing beaters and show queens into a single
package, Galiano admittedly hasn't always been a Honda fan. "I grew up
building and driving older Camaros, and I've loved them ever since," he
says, prefacing his purchase of a later-model Chevy sports coupe in
2010. But the fifth-generation Camaro didn't fill the '60s-era muscle
car void he'd hoped it would. "[It] just didn't have the same feel like I
thought it would," Galiano says as he compares the decades-spanning
differences between the two cars.
Photo 3/32
| K20 Honda Civic Si - Both Worlds
Ultimately, unloading the Camaro meant only good
things for Galiano's Civic, like freed up capital to pay for things
like the 15-inch Work Meister S1 wheels stuffed inside a pair of Mickey
Thompson ETs up front. It also allowed him to prepare the chassis for
nine-second duty, like the addition of the 10-point rollcage that was
expertly fitted within the coupe by nearby Diamond Fab.
"I wanted to build this to show people some of
the work I can do at my shop. And I wanted the best of both worlds,"
Galiano says, of how he managed balancing the car's opposing drag versus
show theme. The recipe for Galiano's Si is nearly complete. It's ready
to drop jaws; now all it needs is to hit the track.
Tuning Menu
1999 Honda Civic Si
1999 Honda Civic Si
Owner Matt Galiano
Hometown Follansbee, WV
Engine Treblic Tuned K20A2;
Hasport engine mounts; Web camshafts; Buddy Club adjustable camshaft
gears; Supertech valves, springs and retainers; ARP head studs; Cometic
head gasket; LA Sleeves 88mm sleeves; JE Pistons 10.0:1 pistons; Manley
Turbo Tuff connecting rods; Nissan Q45 throttle body; Xcessive
Manufacturing intake manifold; dual Bosch 044 fuel pumps; Aeromotive
A1000 fuel pressure regulator; K-Tuned fuel rail, electric water pump,
water pump block-off plate and upper radiator hose; Injector Dynamics
2,000 cc/min fuel injectors; FCS fuel cell; Precision 62/66 turbo;
Go-Autoworks exhaust manifold, exhaust piping and intercooler; TiAL Q
blow-off valve and MV-R wastegate; Rywire radiator; Earl's steel-braided
radiator hoses and AN fittings; custom engine wiring harness; Circuit
Hero ignition coil cover; Skunk2 valve cover hardware; Bolt Boys engine
and transmission hardware
Photo 7/32
|
Drivetrain 2002 Civic Si
transmission; Quaife limited-slip differential; Driveshaft Shop level
5.9 axles; Exedy twin-disc clutch and flywheel; K-Tuned shifter assembly
and cables
Engine Management AEM Series 2 engine management system; Hondata boost control solenoid
Footwork & Chassis PIC
Performance coilovers; Function7 rear lower control arms and rear
subframe brace; Buddy Club camber adjustment kits; K-Tuned traction bar
Brakes Hawk HP Plus pads;
StopTech steel-braided lines; Wilwood proportioning valve, master
cylinder and pedal assembly; Endless fluid; Ken's Kustom Chassis staging
brake
Photo 8/32
| K20 Honda Civic Si - Both Worlds
Wheels & Tires 15x7.5" +25
Work Meister S1 wheels; 205/50R15 Mickey Thompson ET Street (front) and
Kumho Ecsta XS (rear) tires; ARP wheel studs; Project Kics lug nuts
Exterior Grade-A Garage Dupont Laguna Seca blue paint Interior
Interior AiM Sports digital
dash; 10-point Diamond Fab rollcage; Status SPA seat; Planted seat
bracket; Status harness; Grip Royal MacBeth Classic steering wheel;
Speedway Motors steering wheel hub; K-Tuned shift knob
Right about now you might be wondering why
Matt Galiano's got a couple of big-honkin' pipes sticking up right
through his hood. Or why his Civic doesn't seem to have any sort of
exhaust system poking out from underneath its rear bumper. Turbochargers
rely on exhaust gases to spin and, in turn, to create boost. The faster
and more easily exhaust gases are able to pass through the system, the
more efficiently it can get all of this done. A larger exhaust system is
the most obvious solution, but for race cars that don't require any
sort of sound muffling, directing exhaust gases from the turbine right
out the hood makes a whole lot of sense. Here, restrictions are
minimized since the exhaust gas pulses have less ground to cover. The
results make for quicker spool-up and the ability to produce even more
peak power. For good measure, the wastegate's exit tube follows
alongside the exhaust, dumping off fumes at full boost to keep the
engine from blowing to smithereens.
Photo 9/32
| K20 Honda Civic Si - Both Worlds
Photo 10/32
| 1999 Honda Civici Si Work Meister S1 Wheel 16
Photo 14/32
| 1999 Honda Civici Si Treblic Tuned K20A2 10
Photo 21/32
| 1999 Honda Civici Si Diffuser 15
Photo 28/32
| 1999 Honda Civici Si Work Meister S1 Wheel 22
Photo 32/32
| 1999 Honda Civici Si Go Autoworks Intercooler 17
0 komentar:
Posting Komentar