As Below, So Above | Mimms Honda Day 2021 @ Three Sisters Circuit

September is usually the month that can’t decide whether it’s done with summer, or isn’t yet ready for autumn. It’s like that transition period between good times in not-bad weather, and the kold seasons of hibernation and/or winter projects. The ninth month of the years also happens to be suitable timing for an “end-of-show-season” show. Dav and co. came back up north to Three Sisters Circuit in Wigan to put on exactly that.

With the Civik being “fully” road-ready with its recently calibrated ECU courtesy of Jesse ‘JCal’ Halford, the event was an opportunity for me to give the car a proper-ish shakedown. So on 26th September, over to Lancashire I went, camera gear and Arai lid in hand, to check out what Hondas other Northerners would bring out to the show.

You might have spotted the title and are wondering what I mean by it. Well, I’m gonna have to admit that maybe until only recently – say, a few months ago – I had a pretty cynical and negative view of the “scene” here in the north end of England. I’ve always had a somewhat bleak perception of how cars are modified up these ways. Don’t get me wrong, I’m fully aware that high-quality builds do exist, but I still do think they’re either few and far between, or they just don’t really see the light of day that often.

It’s been a classic case of “greener grass on the other side” and all the sick cars I’ll see online based in the UK, will be down south, up in Scotland, or over in Ireland. I’d say my awareness has expanded, especially since the Mimms event put on at Croft. For years, all I’ve ever really consumed in terms of car-related information has been via the worldwide-web. The events and meets I’ve attended locally haven’t really ever blown me away. I mean, there’d be a few cool things that I’d never seen before and happen to be owned by someone in a neighbouring city/county, but I dunno, here in the UK not many people have the disposable income to invest into their builds (or the patience to save up funds). But this also makes me appreciate those that do have the persistence and patience to hold onto their hard-earned money for those genuine parts, instead of blowing it all on shoddy rep wheels and eBay bodykits.

That leads me on to this nigh-on perfect example of a pre-facelift EP3 Civic Type R.

I hold my head in shame for not taking more photos of this, as it was undeniably one of the cleanest seventh-gens I’ve ever laid eyes on.

EP3 is a chassis code synonymous with the UK Honda scene, unsurprisingly, as the car was assembled on our nation’s land. Unfortunately, a lot of them are either hideous thanks to the owners’ and their bad choices in modifications, or the sills have shit themselves beyond repair.

At Mimms, it was nice to come across one that the owner truly cared about, and it showed. I’m sure the owner told me the odometer read around 80,000 miles, but the paint looks like it’s got half that figure on it.

K-Tuned dress-up bits all over the K20A2.

I booked a 20-minute track session as soon as I parked up in the back corner of the car park (can’t blame Mimms staff for putting me there, the paint was/still is a shambles). Whilst I waited until it was my time to put the stock suspension to the test on the go-kart track, I went for a stroll and browsed the show-and-shine stand.

Carl Plant’s EG Civic has a trick or two up under its bonnet, so don’t let that mellow Carnival Yellow paint fool you.

The car’s front end features moderately aggressive modifications consisting of a Mugen lip, custom canards and foglight blanking plates, along with the classic swap-in of the JDM amber-indicators.

Uber-rare rims made by Work Wheels back in whatever decade, these Pietra Corse items are JDM gold dust no doubt! Looking at other sets online, they featured a centre hub cover that resembled a centre-lock nut, so I’m guessing these are from the mid-to-late 1990s.

Dunno if that was litter or the owner was saving his drink for later?

Pretty unsuspecting interior with a pair of blue Recaro SR4 recliners *hint hint*…

…and a Spoon Sports steering wheel. But peep that AFR gauge made by AEM to the right-hand side of the steering column.

Oh, and the wastegate exit-pipe showing it’s teardrop-shaped tip out the bonnet’s matching cut-out.

This FF terror in fact moves under K-series power. Not only that, but the engine conversion has been treated to a few more molecules of available oxygen by way of a Pulsar GT3071R turbocharger, effectively doubling the stock K20 output to ~400bhp @ 13psi.

I can imagine this boosted EG wakes the driver up better than any type of caffeine-containing beverage can.

On the subject of EG Civics, Nav brought out his Bayside Blue K-swapped hatchback.

If you also thought that yellow one was sleeper status, this one is a proper under-the-radar build.

Sparco L999 wheel with thumb-positioned horn buttons gives me that nostalgic 2000s feeling. Only just pictured in the same frame is the Pioneer Carozzeria double-DIN headunit with the remote control resting in a vent-mount.

OZ Futura Monoblocks are being rocked in a 17″ sizing under car, and they don’t look bad for a size-up wheel setup.

GReddy decal on the hatch representing the Supreme tailpipe exiting below the rear bumper.

Elmo wasn’t ready for the ‘TEC.

I believe Nav has since let the car go to a new owner, but this scale model will remain in his hands as a memory of the modern classic Honda he put together.

A few Mugen-looking bits on this DC5 Integra Type R.

The morning started off good, only to be made great once I saw Mr. Restomod Compulsion’s NA1 NSX parked – by default – in the show & shine line-up.

Voltex wing sits sky-high atop the custom-CNC’d stands.

Real rekognise real.

Pearly whites break up the deep black bodywork.

The angle of attack of the wing has been intentionally crafted with knife-edge precision. Not too tall, with just enough rake.

Stainless exhaust tubes visible thanks to the modified rear bumper and the minimalist diffuser set-up with its carbon fibre support rods.

VIP-style elements in the interior with the Junction Produce leather neck pad cushions. Seems he’s associated with the bloods, too.

Gold sticker = winner winner.

Moving on (it was difficult) from the NSX, here we have a CR-X VTi with nothing much going on, except…

… a snail to provide that supplemental kick up the arse.

Half-size radiator must be doing a good enough job to keep coolant temps in check, even with a load of boost chucked into the mix.

I like how the owner just strapped the turbo onto a custom manifold and left nearly everything else in sight stock. Even the location of the oil catch can is subtle enough to go by unnoticed.

This driver looks like he took a detour through Racoon City.

Wouldn’t normally pay much attention to an FN2 – unless maybe if it happened to be a Mugen 20 – but I like it when video games are used as inspiration for car modification.

Geeky, I know.

The vegans of the automotive community, haha.

Emotion XT7 in bronze WORK well on this OEM+ DC5.

Bonnet was missing, so I went over to have a nosey in the bay.

EP3 electric power steering conversion was odd, but each to their own, eh? It kinda cleans up the frontmost part of the engine bay, to be fair.

First and only big whoops that occurred on track that day.

I’ll insert this interlude amongst all the Honda content.

Mimms Honda Day magnetizes quality, regardless of manufacturer.

The original Gojira can’t get turned away, that would be plain silly.

Not like Mimms would turn anybody away, but the carpet has to get rolled out for JDM royalty.

Nardi Personal Neo Grinta sits centre stage in the driver’s position.

White armor, bronze gauntlets.

Okay, back to regular programming.

A pretty clean second-gen CR-X pictured, with its owner in the right of the frame. Glad he went out on track for a little play, after all, Hondas are for driving!

I had to scratch my head a bit after recognizing the plate on this EK. Turns out I saw it the month before at Japanese Performance Show! Looks kool, especially seeing what it sports under the bonnet. Ride height is also very korrect.

Not a bad choice of wheel, even if I do say so myself. Brakes look a bit dwarfed behind those 16″s though.

Business up front…

… business out back, too, from the looks of it, with the busy busy half-cage rigged up behind the Corbeau fixed-back driver’s seat and OEM passenger chair.

Atleast he’s doing it right running disc brakes in the rear, whereas I’ve left the original drum brakes in place on the Civik.

Old boy brought out his pride and joy, a BB8 Prelude VTi with that fancy four-wheel steering.

I’m not a Prelude nerd or anything, I learned what chassis code the car was based on from looking at the VIN plate rivetted right on top of the front cross member.

Coating on the heatshield looks factory fresh!

Stay klassy…

… or not.

Olly Ward made an appearance, this time entering his EG3 Civic into show & shine.

A 15 inch wheel that’ll look as good as TE37s do on anything, prove me wrong.

The guy leaning on Olly’s Honda is not Olly. I don’t know if Olly was friends with him or what, but the guy obviously has no manners, as he just interrupts me having a convo with Olly.

I won’t say much about this car, because I’m planning on leaving that for a full feature that’s yet to be shot whenever the stars align and the shit weather pisses off.

Self-fulfilling prophecy, as Olly’s Civic DX went on to win the award for best wheels IIRC.

Spoon N1 not looking as disgraceful as the one on the Civik.

Mine melted the rear bumper, so it has hardened plastic stuck to it. I’ve since lowered the tailpipe using rubber hanger mounts with wider hole spacing.

Hopefully see more of this machine and its owner in the near future.

Classic by design.

Plenty Personal steering wheels fitted to a lot of the cars at the show, what is this like the fourth one now???

Very OG 57CR by RAYS’ Gram Lights brand.

Other than the black NSX you saw earlier, this DC2 Integra Type R wore a set of Desmond Regamaster EVO wheels in Satin Black.

The car let off a very aggressive vibe, shame the driver took off so soon as I didn’t see it hang about for long.

OEM Recaro SR3 seats retained whilst TRS harnesses are hooked up to anchor points behind.

The only EF that caught my eye at the show.

Could it have been the OZ Racing split rims with gold centres and plain lips…

…or maybe it was just the ShirtTuckedIn decal on the rear side-window.

Whatever it was, it looked damn spiffy.

That time came around quick, where Dav picks up the mic and announces the award-winning contestants.

I’m shit at remembering names, but congrats to you, Restomod-Man, and your NSX taking the prize home yet again for 2021.

As the show started to wind down after the awards ceremony, I made a B-Line for the reception to book yet another track sesh in the Civik.

Check out the clip of some of the good laps from the day 🙂

A few FD2 Civic Type Rs came out to represent the 4-door VTEC klub.

FEEL’s stainless muffler tucked under all cosy beneath the FEEL’s rear diffuser with integrated LED fog/rainlight.

Infinite Power.

18″ CE28 by RAYS Volk Racing with polished lip guarding the Brembo caliper and disc assembly.

Under the cloudy sky, Premium Purple Pearl didn’t look as great as it could.

A lad in another red (actually red, should I say) EK hatch was lapping the carpark trying to find a spot, and he kept eyeing up my car and the empty space beside it. He eventually pulls up beside mine whilst I’m sat in the car charging my phone before I hit the track so that I was able to pair up my Hondata app to monitor coolant and oil temps whilst giving it a rip. He approaches me and for whatever reason sensed that there was something amiss with mine, so I popped the bonnet and revealed the non-surprise (I mean, it’s a K-swap, it’s kinda expected in this day and age).

Seeing someone else get excited about the Civik – whom I’d known for about 35 seconds – was cool, especially considering the sorry state the exterior was/is in. But, then again, it’s what lies beneath skin-deep that matters most, and Hondas are renowned for their inner workings. I’m going to begin the chassis/suspension enhancements in 2022, to start tapping into that FF potential.

Hope you enjoyed the read and pics, continue for more!

| B O N U S G A L L E R Y |

CiviK | Vol. X

At this point, the car was awaiting the day for the recovery truck to come and take it away for LA Fab to give the car a set of new pipes.

Ready for any speedbump

Bit under-exposed, but the photo just about reveals the Civik’s new rolling stock. This is the third car I’ve mounted the Buddyclub P1 SFs to now, and they clearly look good under any car’s arches. Even if the arches have a gap large enough to live inside.

Another part that took ages to arrive, this one from Works Bell’s sole distributor in the UK. Won’t name and shame, you can figure that out. Communication was shite.

Quality Japanese part, featuring both hole patterns for Nardi and Momo wheels.

Packaging filler was also nice reading material.

Battery in the car was non-OEM when I bought it. The previous owner/mechanic made a tie-down clamp out of a bit of rusty steel plate with two holes drilled through it. With a new Honda battery bought, I thought it was also worth grabbing a new OEM clamp plate.

A couple more hand-me-down parts can be seen in the Civik’s interior. Nardi 330mm Deep-Corn from the MX-5 days, and then the Seeker Heavy Shift Knob from the Civic FN1 days.

Faceless identity

Couldn’t park in my usual spot at work thanks to nature.

What?! HKS make blue ones now?! It’s as if they merged the HKS Power Filter and Greddy Trust AIRINX blue filter into one Super Mushroom. Halfords, by the way, thank me later.

I was persistent with those DIY driveshafts, too persistent. Wasted a load of pennies in the process, as I bought a new CR-V driveshaft, then two B-series CV joints, and like three EP3 complete driveshafts.

Somehow, the IAT sensor plug wire detached itself from the connector. I reckon it was heat that weakened the cabling, but I swear I had cable-tied it away from the engine. Anyway, Nigel (Luke’s dad) came to the rescue and soldered it back on because there was no way for me to get a crimp over the pin end.

Angle-grinder had to come out along with the slitting disc so that the underside of the bonnet could clear the power steering pump. To be honest, I’d rather have not done this, and opted for a FRP/CFRP vented bonnet, but I think most, if not all, aftermarket versions incorporate strengthening ribs too.

6TWO1 kinda let me down with this piece of the puzzle.

I understand that it was out of their control, but the fact that the website stated “ETA Delivery: 7-10 days” was a bit misleading, seen as though 4 weeks passed and I didn’t receive anything from them. Anyhow, very luckily, my eyes were constantly on a Spoon N1 rear muffler for sale on eBay.

It had been used, but only for fitment check. It was the same price as a new one, but also came with a silencer bung (which I’ll probably never use). Main thing was the 2-day delivery guarantee as it was already here in the UK! This meant I could get it over to LA Fab in the nick of time, as they were waiting for me to supply them with the rear section of the exhaust.

Fast forward a couple of weeks, and here I am. In the hot seat of the Civik, somewhere in Leeds. Even with the rev-limit set to 5500rpm thanks to the basemap, the feeling of the car’s urgency is remarkable.

Besides the fact that the “Street” spec polyurethane engine mounts give me white finger worse than a roadworker with a jackhammer, experiencing the rawness of it all is exactly what Type-R means. Of course, I am talking solely about the engine, as the chassis needs to play catch-up.

That does NOT mean this is going to go the way of “EK9 replica”. This car won’t ever be that, in both function and form. But if I can reach my goal of attaining the perfect road-going FF sports machine, then that’s close enough.

Just to let you know, I’m not anti-B-series. I actually considered a B18-swap, due to the cost and simplicity. But I think it was driving a DC5R that swayed me over to the K-side?

Moving on, work was still to be done! Remember that Recaro recliner?

Yeah, it’s still not where it should be (in the car if you’re wondering).

I’m not gonna talk shit, but lemme just put this out there: if you’re going to use a popular, reputable, Japanese used-car-parts shop’s name to posture as a business selling JDM goods (seats particularly) on IG, then atleast know WTF you are selling to your customers.

I was one eager beaver trying to find rails to fit my DC2R seat into the Civik. Waiting months for this one person on IG to stop leading me on and come through with a pair of EK9 Recaro rails that his “mate” took out of his possession, without permission. He finally got them – sent me a photo – I said “woah, they don’t look like EK9 ones” – he assured me that they were – I trusted him because he seems legit – bought – received – turns out they were in fact DC2R rails. Big giveaway was the ‘ST7’ stamped on the side of them which I looked over as I was cleaning them up in preparation for bolting them down to the floorpan. All but one hole does not line up. Dunno about you, but I’d rather have the seat bolted down fully, not 75%.

After all that, I returned the seat to him, didn’t get my PayPal fees back, nor the shipping cost I covered. You very well might have a positive experience doing business with this particular vendor. I didn’t.

You can never do enough research, so I’d like for whoever still reading this to prepare to the nth degree in your endeavours. Or, get mugged off.

Big brake upgrade found on eBay! Made up of EK B-series upright & hub, EP3R front calipers, and Mini Cooper S R53 298mm discs.

A gift [perhaps] in disguise was me not being able to take the car to the dyno, thanks to another week of being sick: I had the tuning day booked in advance as EFI Parts tends to be quite busy, but a couple days before, I came down with a nasty cold/cough/flu.

That put the brakes on the project, again. Losing my deposit, I tried to re-schedule with EFI Parts but communication wasn’t great, so I ended up following a recommendation made by the guy who sold me the K-Tuned shifter plate, and contacted JCal aka Jesse Halford.

Date and time slot booked, me and Hamza make the trek down to East London, home to Torque Developments International.

We’ve all heard the name associated with impressively serious builds in mags and online, so you know that they’d only let trusted individuals take charge of their in-house hub dyno.

This is the day I’d been waiting for since getting the car back from LA FAB. About time the car cleared it’s throat.

I didn’t care much about the power and torque figures, because it’s not like I had done anything to the engine internally, so I just expected/hoped for a smooth running K20A…

And that its exactly what I got, thanks to Jesse. Top guy, any question I had he’d answer, but also, anything he was unsure of (not much to be honest) he was open and honest about. If you want more power out of your Honda, this man is the one you go to. If you’re not sure, check his batshit-crazy K25 EK9!

Also, if you were wondering: 213WHP, 150WTQ.

Well needed scrub-up.

A word that will haunt me for life.

I’ll continue the saga at a later date, perhaps when I’ve done anything noteworthy and substantial to the car. High on the priorities are ergonomiks. Feel is everything in a car like this, so I’ll make sure to address these as soon as.

I hope you enjoyed reading, share the blog if you found it useful in any way. Katch you on the next one.

Special Thanks: Hamza for the support, Dav Plaha of EHM Parts for supplying most of the parts for the absolute best prices, Nick for selling me a solid K20, Rus Taylor of Hond-R, Andy of Integrastella, Luke and Nigel B., Jesse Halford of JCal, “The Captain“, Luke of LA Fab, Honda Addicts, Jason Katman of FFSquad, and the rest of the real ones who I might have missed.

CiviK | Vol. IX

Now that milestone has been achieved, hearing the engine run for the first time was not only music to my eardrums, but also a bit of weight off my shoulders. Now it was just a waiting game, as I had booked the car in with LA Fab a few months in advance to put the icing on the cake.

Honda’s final K20A-powered FF machine

In the meantime, I paid a visit to a geezer in East London who was selling one single black Recaro SR3 originally fitted to a DC2R.

Dad came along for whatever reason. Think he got bored shitless with no-travelling during lockdown, so he tagged along for the 7-hour round trip.

Initially I wanted a pair of Recaro SR4 seats found in the DC5R, because K20A obvs. But, something about the shape of the harness slots don’t jive with me.

Paid only £250 for this used recliner. I know, bargain! I was happy, so was my wallet. Only one hitch, I had no seat rails in order to install it in place of the base-spec cloth seat.

Coolant temp sensor came included with the wiring harness I bought, and it was already chopped. Crimped it to the conversion harness wiring, easy enough, insulation tape is temporary!

I just wanted to get the car in a state that meant all it needed was the exhaust and radiator-piping fabricating & fitting. Hence, the shoddy wiring jobs. I plan on making the wiring look not-so-cowboy during next winter.

Another thing I learnt is the “easy route” can sound all fine and dandy – especially when it’s something nearly everyone who plays around with Honda recommends – but in reality it’s never that simple.

Driveshafts. You’ll hear a bunch of people across forums, YouTube, Facebook groups, tell you that B-series outer CV-joints work when coupled with OEM EP3/DC5 shafts. This, I found to be false facts.

Just do yourself a favour, and buy K-swap driveshafts off the shelf from somewhere like Hasport or Insane Shafts.

Popped over to LA Fab to put my deposit down for all the required fabrication.

He was working on a K24 turbo set-up for the red NC MX-5 you see in the back which was pretty nifty, but this Exocet was stealing my attention somehow.

Woohoo, it’s on all four wheels. Except, the damn DIY driveshafts I put together after following the advice of the majority kept popping out, driving at like 20mph max.! I don’t know whether it was down to the fact I had the D-series hubs and not B-series hubs. All I know is, the driver’s side was too short and didn’t like staying inside the outer CV.

Iced out with the JDM bling.

If anyone wants this J’s Racing pressure cap, I’ll sell it to you. Pissed off that it didn’t fit both the Koyorad nor the OEM radiator, so if you happen to have a J’s Racing radiator (which is highly unlikely since they are expensive as fuck, it’s retarded), buy this cap 😀

Mocking the radiator up – as you can see it sat far too high due to the AC condenser bottom brackets. These were destined to get lopped off to make room for the original radiator lower brackets which match up to the Koyorad bottom bosses.

If you did like me and tried to use as many OEM Honda bits as possible, then you might want to know that the OEM EP3R brake booster hose has its check-valve integrated into the rubber (see the bulge?). That white plastic piece is only a joiner.

This bracket/pipe assembly is also off an EP3R, and doubles up as the hardline for the brake booster vacuum, as well as the throttle cable holder

I can’t remember what I used where for the heater hoses, but a combination of OEM EK D-series hoses, control valve and EP3R hoses were what I fitted, and they route perfectly fine. I resisted the silicone, just because of the stupid price of them, and then after seeing that K-Tuned‘s don’t fit right on the diameter of the port on the engine block!

Both heater hoses fitted with loadsa room for the EX-Mani!

The next one will be the last stretch, where Civik is finally out the garage and on the open touge [read: Yorkshire Moors]…

CiviK | Vol. VIII

So where were we? Oh, yeah, engine now where it should be, I wasted no time in tying up all the loose ends before turning that key for the first time.

Engine oil was drained prior to purchase, so I replaced the sump plug for that fresh new Spoon Sports magnetic plug. I checked the gearbox for any residual oil by removing the lower square-drive drain plug, only to find that too required fluid, so I proceeded to fill it up until MTF began to dribble out the upper fill hole.

Of course I was eager, as anyone like me would be. This car hasn’t been with me for long, but this vision entered my consciousness way before I even realistically considered the idea. It’s always been one of those objectives I’ve had in my mind. A recipe that you know you’ll eventually try out, but only once the ingredients are ripe and ready.

Three cars: the EK Civic with a K20, an RPS13 Sileighty with an RB, and my non plus ultra being an FD RX-7 with a 20B (nat-asp). These are and will probably be forever my bucket list cars. In today’s market, the chances of the latter two – especially the RX-7 – may not come to fruition for a few reasons, the main one of course being financial cost.

The Civik is, without a doubt, my idea of the perfect roadcar. Paired with one of the greatest four-cylinder engines known to man, I had tunnel-vision once the next step involved cranking it to life!

Alas, the universe had other plans. Or should I say, my dumbass-self overlooked something, but we’ll get into that later.

I went ahead and used leftover grounding cables to connect the engine and gearbox to the chassis. The last couple of photos of the gearbox ground cable is from Halfords, and would not recommend using such a long wire. Nothing’s gone wrong so far, and I seem to be getting adequate voltage supply to all the electrics, but I am yet to sort this out.

Haha. I’ll mention this later…

So, fuel lines plumbed up, OEM engine wiring harness plugged in, and a fresh Honda battery hooked up, we were ready to crank it over and hear it… do f*ck all but prime the fuel pump. I’ll spare you the agony, but for a good 2 weeks, I was going around the bend asking anyone and everyone why my engine wouldn’t fire up. I thought it was a bad starter motor/alternator/electrical ground issue, then I thought it was charge wiring harness related, then I thought maybe a blown fuse.

Moral of the story guys, plug in the car’s immobiliser, located on the backside of the plastic trim panel that sits below the steering column. All that was causing the classic “no-crank-no-start” symptom, was my daftidity. My excuse was, “why would I need to connect the immobiliser up if the ECU is the JDM immobiliser-less type?”. Turns out the chassis wiring must see a signal from the immobiliser, in order to then forward that signal on to the ignition via the ECU. Or some shit like that…

See ya next time!

CiviK | Vol. VI

More than a couple weeks passed by, according to the timestamps attached to these photos. I suppose I was waiting for parts/payslip to come in. I doubt I did anything noteworthy with the car, hence why I’ve no photos from that period. I will have swapped in the Walbro 255l/h in-tank fuel pump during this time, which was straight-forward enough.

Here’s that idle-air-control-valve (IACV) I spoke of previously. Mine didn’t seem too clogged up, but I sprayed it with a load of PlusGas release-agent and some WD40, just to be on the safe side.

With the EG Civic subframe bolted up to thy chassis, I went and slapped the rear torsion mount on. I chose to go the genuine route, so these are actually made by Hasport and not somewhere in East Asia or wherever. Polyurethane bushings are classed by the manufacturer themselves as “Street” but now that the car is on the road, I can now tell you how “not-Street” they feel.

After about a thousand miles or so, the dashboard rattling has settled down, but my glovebox and its contents dance about at idle, and the entire dash does and will bounce if I come off the clutch too quickly. Be warned, polyurethane is not used by OEMs for good reason: NVH (noise, vibration, and harshness). So when Hasport market their softest mounts as “Street”, don’t mistake that for OEM-like.

I plan on modifying them using rubber inserts, starting with the torsion mount that supports the rear of the engine/gearbox via the subframe, as that is the one of three mounts that transmits vibration into the cabin the most.

Steering rack off of a DC2-R simultaneously mounted to the subframe with the universal joint sent through into the footwell.

ST7 is the part number associated with Integra DC2 Type R and maybe perhaps the JDM SiR also. either way, that’s a dead giveaway as to the original habitat of a component, so make sure you check for that in case some sly seller tries to do you dirty and sells you standard EG Civic parts (or maybe they’re uninformed).

Oh yeah, if you look closely, you’ll see on the right side of the image, that there’s a rubber bushing missing between the D-bracket and the steering rack I spoke of previously.

Pictured is the gearbox with its mount bolted on, along with the shifter cable stay bracket I gave a nice tickle with Hamza’s angle grinder. Don’t know about you lot, but I like the look of flap-disc marked steel.

Another “bollocks” moment. Before you write me off for ranting again, hear me out. Another part of Hybrid Racing’s “swap kits” was the power steering kit. The stainless braided lines and fluid cooler all checked out fine and dandy, exactly what you’d expect for the price. BUT, the bloody reservoir they include is 1000% a cheap, replica part of the original Honda part. Now, this was a problem, why? Because the return hose they provide couldn’t slide over the port on the reservoir. I tried everything, but the shit was incorrectly sized. I can’t remember the measurement off the top of my head, but it didn’t match the port size on the OEM reservoir, so yeah, excellent replication there by China/Taiwan or whomever the fock!

You’re probably thinking, “oh just use the OEM reservoir you moaning twat!” The thing is, the orientation of the ports were inconveniently positioned on the OEM part, hence why Hybrid Racing include one with ports positioned in a way where you can run hoses adjacently into and out of the tank.

Long story short: off eBay (again) I purchased a silicone reducer and an aluminium straight joiner, just to complete the plumbing for the power steering “kit”.

Silicone reducer fits OK

Around this time in early May, I was feeling under the weather. I put it down to co-worker getting jabbed “for protection against” covid, and then passing something on after he suffered the post-injection side effects. Anyhow, one of the last jobs I cracked on with was the front suspension assembly, before I was down-and-out for a week in bed.

Issues I was having could have been due to the powdercoating on the suspension parts that weren’t allowing me to line up some of the bolt holes. Namely, the compliance bushing bolts. T’was a bit of a bitch filing the powdercoating off of the seating faces on the suspension arms, especially when you feel like death.

Also, I wished I had asked for all the original EG Civic hardware to bolt the subframe & lower arms up with. Some EK Civic bolts are too long when screwed into the chassis, so I remember having to buy some flanged bolts of eBay. It’s always the little details that slow you down. Preparation is invaluable; I have learnt the hard way.

I’m gonna close it here, as this was the last photo I took before I came down with a nasty throat infection. Be back soon…