Our dyno showed less of a difference, with the RSX peaking at 172 hp while the Si cranked out 140 hp to the wheels. Interestingly, both cars put down a peak of 124 lb-ft to the wheels-a telling prediction about their acceleration numbers in the heat.
Driving the Civic Si back to back with the RSX illustrates clearly where the money was saved. Most obvious are the tires. The Si's 195/60R-15 Michelin Pilot MXV-4 rubber isn't even as sticky as the absurdly hard compound 205/55R-16 Michelin Pilot HX MXM-4 tires on the RSX Type-S. Better tires would go a long way in improving the Si's grip and control feel at the limit.
The seats are better. In fact, the supportive suede-covered buckets are our favorite part of the Civic and should find their way into the RSX in coming years.
Both cars have easy-to-read gauge clusters, nice, fat, leather-wrapped, three-spoke steering wheels and good outward visibility.
Hasport CivicWhen it comes to Hondas, Hasport knows its stuff. We've visited the shop before and know how hard it works to make its engine swaps as thorough as they are sanitary. This strategy holds true with its Civic. Open the hood and the K20A2 looks right at home.
It's no stock K20A2, however. In an effort to make this Hybrid as gnarly as a genuine Type R, Hasport installed JDM Integra Type R camshafts. To free flow, there's also a cold-air intake, Comptech header and 5Zigen exhaust bolted to the engine.
On the dyno, this combination produced 168 hp and 122 lb-ft of torque at the wheels, 4 hp shy of the stock RSX. We suspect this is a result of the stock RSX Type-S ECU using ultra-conservative fuel and ignition mapping which wasn't designed to work with the Integra Type R cams. New ignition mapping using a Hondata ECU in subsequent tests produced in an additional 18 hp. Hondata owner Doug Macmillen tells us there's more power to be found once the ECU has been completely cracked. All acceleration testing was performed using the standard RSX ECU.
Suspension components are a unique mix. Koni adjustable dampers and Progress Technology springs and anti-roll bars control the chassis. Sticky R-compound 225/50R-16 Toyo Proxes RA1 tires and 5Zigen wheels hold the Civic to the tarmac. Stopping duties go to Fast Brake's four-piston Wilwood calipers up front with 11.8-inch rotors and EBC Green Stuff brake pads.
Other than these few bits, the Civic remains all Honda.
Going StraightEven in perfect conditions, Honda's Civic Si isn't known for scorching quarter-mile e.t.s or speeds and the RSX is only slightly better.
The last stock RSX we tested whipped out a respectable 15.0-second run at 94.5 mph. But in the heat of this test day, the best the RSX could do was a ridiculous 16.1-second e.t. at 88.8 mph. The Si was clearly less affected by the heat, and landed right on the RSX's heals. It posted a 16.2-second time at 85.1 mph. Hasport's Civic, as expected, was the quickest, breaking the traps in 15.6 seconds at 89.9 mph.
The race to 60 mph was similarly close with the Si barely nipping the RSX (8.1 seconds vs. 8.4 seconds). The Hasport hybrid was considerably quicker at 7.3 seconds. Sure, there were no records broken, but it's evident the little yellow Civic was considerably quicker than its stock brethren in any test of acceleration.
Considering the 15.0-second run we produced from the stock RSX in an earlier test, it seems likely Hasport's Civic is capable of a 14.5-second run or better in more normal conditions. Having never tested the Si before, we can't say how much it would improve, but gains would be significant.
Because they're near triplets mechanically, we expected the cars to require identical launch techniques. Nope. The R-compound tires on the Hasport Type R really increased grip and required several hundred more rpm off the line. And the RSX required a bit more clutch slip than the Si, due to its higher torque peak and harder hitting VTEC.
By Josh Jacquot
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