Two Approaches to Modifying our Hondas

Many of us modify our Hondas. We set out grand modification plans with targets of souping up huge power from our engines, or of making our cars handle like in Formula-1. However, many who starts on the modification path seldom stop to think through the whole process from a more calm, logical viewpoint. In stock form, our Hondas comes in a finely balanced state between performance, comfort, practicality, cost, and many other considerations. The balance of each model type has been fine-tuned over many years and in reality is a good averaged combination for the general population within the targetted market segment.

For example, the 4-door EK3 Civic Ferio Vi is targetted at a segment of owners who looks for peformance but values practicality like fuel consumption and good comfortable ride. The EK4 SiR is targetted at the enthusiast who puts performance at a higher premium than other practical considerations.

When we modify our cars, what we effectively do is change its balance. Let's not kid ourselves, we buy a Honda because its the best in its class. But as a collorary, it will also be as finely balanced as it can ever be. When we modify, therefore what we effectively do is change the design balance of our car. We make a new set of compromises, and make the car more suited to our own specific requirement rather than to the non-existent averaged owner representing the market segment.

An extremely crucial aspect in that design balance is practicality. At the end of the day, when we dump all our hard earned money to re-customize our Honda into one that exactly meets our needs, we must also be able to enjoy the fruits of our labour. For those of us who drive our Honda to work, it means being able to enjoy driving in daily traffic (and traffic jams). And (especially !) if we are lucky enough to have a separate 'fun-car', it is even more important that it can be driven in town. But driving in town means traffic lights, stop-and-go at traffic junctions, and getting stuck behind slow moving vehicles. When we spend all our money on our Honda, we should be using it when it matters most.

And in real life, 'when it matters most' means driving our Honda to meet our friends, being able to show off a bit, and then being able to dispatch off the riff-raffs who may show up to disturb us when we leave for home. For those 'swinging singles', what would be a greater frustration than to get embarassed by a riff-raff in front of your girl (or guy !) because you're driving a slow car. But then, oh, by the way, your pride & joy Honda parked at home would have creamed the joker to kingdom come ! But ermm, you don't drive it because it's too impractical.

Therefore, I look at 'beyond stock' from two main approaches. The first one, and the one that probably applies to most of us, will be what I call the street-use approach. As its name suggests, this modification approach customizes the balance of the car for our own set of needs but with due considerations given to practicality or, the realities of life. See, even if we value pure power over everything else, a modification project for street-use means we must still maintain a sane idle and that issues like reliability, and ease of maintenance will be important and will compromise the final level of power achieved. The true realizations from driving our cars on the street will mean that we want a seamless power band, with a very good, 'fat' midrange, and crisp throttle response. And don't forget that costs will always play a very critical role !

However, this is not to say that the other approach is not valid. The race-use approach are when we do up a track-car for eg. Many people are enthusiastic enough, or well off enough to build a dedicated track-car. This can often be based on a very cheap, old Honda, even one that has been thrashed around a bit. 'Extreme' enthusiasts in this case will often junk the engine, swap in gems like a B18C Spec R and then further modify it with turbo-charging, etc. Interiors would be stripped to the bare essentials, often a roll-cage would be added. Such dedicated track-cars may need to be transported to the race-track by trailers because they are not street-legal. But they are totally tuned for performance, - no considerations need be given that the idle has to be 1,000rpm and below, and no thoughts about driving it to the pub !

Of course both approach will not be totally non-exclusive. Some street-use modification projects may skew towards the extreme approach - accepting a peaky power-band in return for a higher absolute max power for eg - and will be equally valid. The reverse may apply to the owner of a track-car who may well prefer to be able to drive it legally to the race-track.

Therefore in Beyond Stock, all our articles, and especially looking at project cars (in our 'Tuning Sessions' area of this section), will be written with thse two approaches in mind.

Wong KN
© Temple of VTEC Asia
March 2001

Do you have an opinion you want to add on this editorial ? Email the editor with your opinion. For the subject line, please put "Beyond Stock : the Modification Approach Editorial".