1987 honda civic si

1987 honda civic si DEFAULT

Honda Civic Si JP

Applicable to the Japanese (JDM) domestic market(s).bodyworkBody type4/5 seater hatchbackNumber of doors3Designerdimensions & weightsmminchesWheelbasemminchesTrack/tread (front) mm inchesTrack/tread (rear) mm inchesLengthmminchesWidth mm inchesHeight mm inchesGround clearance mm incheslength:wheelbase ratioKerb weight kg lbWeight distributionfuel tank capacity45 litres [] UK [US] gal.aerodynamicsDrag coefficientFrontal areaCdAengineengine type naturally aspirated petrol Engine manufacturerHondaEngine codeZCCylindersStraight 4Capacity litre
( cu in)Bore×Stroke75 × 90 mm
× inBore/stroke ratioValve geardouble overhead camshaft (DOHC)
4 valves per cylinder
16 valves in total maximum power output
(JIS net) PS ( bhp) (95 kW)
at rpmSpecific output
(JIS net) bhp/litre
bhp/cu inmaximum torque
(JIS net) Nm ( ft·lb) ( kgm)
at rpmSpecific torque
(JIS net) Nm/litre
ft·lb/cu3Engine constructionsumpwet sumpedcompression ratioFuel systemHonda PGM-FI fuel injectionbmep (brake mean effective pressure) kPa ( psi)Maximum RPMcrankshaft bearings5Engine coolantWaterUnitary capacity ccAspirationNormalCompressorN/AIntercoolerNoneCatalytic converterYperformanceAcceleration km/h (50mph)Acceleration mphAcceleration km/hAcceleration km/h (mph)Standing quarter-mileStanding kilometreMaximum speedPower-to-weight ratioHigher is better
PS/tonne ( kg)
kW/tonne ( kg)
bhp/tonne ( kg)
bhp/lbWeight-to-power ratioLower is better
fuel consumptionFuel consumptionuniversal fuel consumption (calculated from the above)litres/kmkm/litreUK MPGUS MPGCarbon dioxide emissionsCarfolio Calculated CO2?VED band (UK)CO2 Effizienz (DE)chassisEngine positionfrontEngine layouttransverseDrive wheelsfront wheel drive   Torque splitN/ASteeringrack & pinionturns lock-to-lockTurning circleFront suspensionRear suspensionWheel size front5J x 14Wheel size rear5J x 14Tyres front/60 R 14 82HTyres rear/60 R 14 82HBrakes F/RVeDi/Di-S Front brake diameterRear brake diameterBraked areaGearbox 5 speed manual Top gear ratioFinal drive ratiogeneralCarfolio.com IDProduction totalModel codeRAC ratingInsurance classificationNo information availableTax bandNo information available Honda Civic Si added
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 Honda Civic Si ( © Honda Motor Company)





 Honda Civic Si ( © Honda Motor Company)



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Honda Civic (third generation)

Motor vehicle

Honda Civic
Third generation
 Honda Civic (AH) GL hatchback ().jpg
ProductionSeptember –September
  • Suzuka, Japan
  • Alliston, Ontario, Canada (HCM)
  • North Jakarta, Indonesia (PT. Prospect Motor)
  • Johor Bahru, Malaysia (OASB)[1]
  • Nelson, New Zealand (Honda NZ)
  • South Africa
  • Hsinchu, Taiwan, ROC
  • Bangkok, Thailand
DesignerYoshio Ui, Tsuyoshi Nishimura, Osamu Akimoto ()[2]
ClassSubcompact car
Body&#;style3-door hatchback/kammback
3-door coupé (CRX)
4-door sedan
5-door station wagon (Shuttle)
LayoutFront-engine, front-wheel-drive / four-wheel-drive
Honda CRX
Honda Ballade
Honda Quint
Honda/Acura Integra
Transmission4/5 speed manual
5+1 speed manual 4WD
3 speed Hondamatic automatic
4 speed Hondamatic automatic
Wheelbase&#;in (2,&#;mm) (hatchback)
&#;in (2,&#;mm) (sedan)
Length&#;in (3,&#;mm) (hatchback)
&#;in (4,&#;mm) (sedan)
Width64&#;in (1,&#;mm)
Height53&#;in (1,&#;mm) (hatchback)
55&#;in (1,&#;mm) (sedan)
PredecessorHonda Civic (second generation)
Honda L (for Shuttle)
SuccessorHonda Civic (fourth generation)

For a complete overview of all Honda Civic models, see Honda Civic.

The third generation Honda Civic is an automobile which was produced by Honda from to It was introduced in September for model year The Civic's wheelbase was increased by 2–5 inches (13&#;cm) to inches (hatchback) or inches (sedan). A three-door hatchback/kammback, four-door sedan (also known as the Honda Ballade), the five-door "Shuttle" station wagon, and sporting CRX coupé shared common underpinnings. This included MacPherson strut suspension with torsion bars in the front and a rear beam with coil springs. However, the body panels were largely different between models. The Civic-based Honda Quint five-door hatchback also underwent a model change, and became the Honda Quint Integra, available as both a three- and five-door fastback. The Quint Integra (soon just "Integra") was sold at the Japanese Honda Verno dealership along with the CR-X. The Civic in Japan was now exclusive to Honda Primo, along with Honda's kei cars as well as superminis like the Honda City.

At its introduction in , it won the Car of the Year Japan Award.


The sedan and hatchback shared the same dashboard, but the CRX and wagons both had their own unique dash (CRX having a covered cubby in the middle of the dash, the wagon having a pop up set of vents which could be used or retracted into the dash). The hatchback adopted a flatter roof over the rear seats, drawing influences from a bodystyle known in Europe as a shooting-brake, that seemed to blur the definition between traditionally defined hatchbacks and the shooting-brake. The flat roof, three door hatchback appearance was also used on the superminiHonda City, and the Honda Today, the car that returned Honda to kei car production. This appearance was also used on the Honda Accord Aerodeck. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch, demonstrating a performance car appearance identified with Honda Verno products during the mids. In Europe, a British-built version of the sedan model was also sold, as the Rover /, while in Japan it was marketed in parallel (through "Verno" dealers) as the Honda Ballade. Both the Sedan and Hatchback models were also sold in Indonesia under the name Civic "Wonder".

A new valve (three valves per cylinder) 76&#;hp, &#;cc inline-four engine was introduced. The base hatchback and CRX used the 1,&#;cc 8-valve engine giving 60&#;hp (45&#;kW). The DX and &#;S model hatchbacks shared the new &#;cc engine with the sedan, wagon, and CRX The S model achieved over 50&#;mpg&#;US (&#;L/&#;km; 60&#;mpg&#;imp) highway.

European cars received a short-stroke &#;cc engine at the bottom of the ladder, with 55&#;PS (40&#;kW) at &#;rpm. A version of this with 62&#;PS (46&#;kW) was also available; it needs fuel with a higher octane rating. The little was usually only available with hatchback bodywork, although some markets received a four-door version.[3] The 71&#;PS (52&#;kW) was also available with sedan bodywork and in a range of equipment levels. The Shuttle was only available with the 85&#;PS (63&#;kW) "", which also appeared in the 'S' hatchback, while the CR-X received a fuel injected version of this engine producing &#;PS (74&#;kW). All of these engines have three valves per cylinder.[4] The three-box sedan was not intended for sale in the European common market, initially only being available in EFTA markets such as Sweden and Switzerland.[4]

In , the Civic got flush-mounted headlights, revised tail-lights, new wheel cover designs and other minor cosmetic updates. The optional three-speed automatic transmission also gained O/D (overdrive) making it a four-speed automatic.

Sporting versions[edit]

Honda first adopted the Si badge for the Japanese domestic market (JDM) third-generation Civic in November Mainly offered in hatchback form, the main aesthetic difference for the Si was a slight bulge in the hood, which accommodated the taller DOHC engine. A four-door sedan variant also existed in Japan, but was only produced in small numbers and is rare. Designated as ZC1 in Japan and D16A1 in Europe, the new engine put out &#;PS (88&#;kW; &#;hp), enabling the car to hit &#;mph (&#;km/h) and go from 0–60&#;mph in seconds.[5] This was fairly powerful at the time, on par with its hot hatch competitors.

In Europe and in the United States, a somewhat sporting Civic "S" trim was introduced to the hatchback in the model year. The European version receives a carburetted version of the 12 valve , producing 85&#;PS (63&#;kW). In the US, the Civic S featured sports seats and reclining rear seats. Although the S retained the rear beam with coil springs for the suspension, a rear stabilizer bar was added to improve handling. Unlike the JDM Civic Si, the S trim used the same carbureted &#;L EW1 engine as the base and the DX trims. finally saw the US release of the Si trim with the Civic CRX Si, which featured a fuel-injected, &#;L SOHC EW3 engine making 91&#;hp (68&#;kW).

In , the Si trim was extended to the Civic hatchback, offering the same powertrain of the CRX Si but with four-seats. Added improvements for the Civic Si hatchback included a removable glass sunroof, a five-speed manual gearbox, tilt steering wheel, a full-width taillight panel, a color-keyed front airdam, sedan-style disk wheel covers, and a roof spoiler. Like the CRX Si, the Si hatchback was powered by a 91&#;hp (68&#;kW), valve SOHC engine designated EW4/D15A4 (the latter code was used for the model year but with the same specs). The Civic Si also saw a release in New Zealand and Australia in , sharing specifications similar to those of the American-market Si.

In Europe, the fuel injected &#;PS (74&#;kW) already used in the CRX was installed in the Civic hatchback as well, beginning in It was called the i GT rather than Si, as the Si name was held in reserve for the later, more powerful litre version.[6]


Main article: Honda CR-X

The CRX was a Civic with a different body; it was a 2-seater in North America with a lockable storage compartment, while it was offered to the rest of the world with a rear seat. The Si model was added to the CRX lineup in , which used Honda's PGM-FI fuel injection on the 1,&#;cc four-cylinder; in the United States this generated 91&#;hp (68&#;kW) while other markets received a considerably more powerful DOHC, litre unit. The Si model added a pantograph rear wiper, sports seats, and a power sunroof. The CRX Si was also identifiable by body-colored lower body panels in , new four hole "dial" alloy wheels and a body-colored rubber spoiler, now mounted on the back of the hatch as opposed to on the top portion of the lid.

Originally all CRXs had two-tone paint scheme with silver lower body panels. The inch alloy wheels were fitted with /70R13 Michelin MXL tires. The comparatively quicker inline-four engine propelled the CRX Si from 0–60&#;mph in under 9 seconds.[7]


The five-door wagon received unique bodywork and interior. "Shuttle" in most countries, it was called the wagon and "Wagovan" in the United States; the differences being the wagon having 50/50 split folding cloth fixed rear seats that reclined to four different positions, and the Wagovan having a vinyl single piece rear seat that slid forward to accommodate additional cargo as well as metal bars across the rear side windows. It was also available as a "full" van, called "Pro", for commercial users in the Japanese domestic market. The Shuttle's appearance as a "tall wagon" was similar to that of the concept car Lancia Megagamma introduced earlier.

The wagon was originally only available in front-wheel drive; in a part-time any-speed four-wheel drive, operated by a push button on the dash, became available.[8] The four-wheel drive transmission also introduced a low-speed "granny gear" which could only be engaged in four-wheel drive. Externally, not much was changed aside from "4WD" stickers: the rear bumper was somewhat larger and mudflaps were standard, while the ground clearance was increased to &#;mm (&#;in), up from &#;mm (&#;in). The central tunnel for the driveshaft was unusually low and only minimally affected interior space. Undercarriage shielding was added for both the engine/transmission and gas tank, while the spare tire hung under the rear cargo area in a roll-cage. In Europe the 85&#;PS (63&#;kW) liter 12 valve 'four' from the regular Shuttle was fitted.[8]

For , the push-button four-wheel drive system on the wagon was changed; a new Real-Time 4WD system featured an automatic viscous coupling unit that shifted power to the rear wheels automatically when needed. The coupling featured 67 individual friction plates, surrounded by a heat sensitive silicon oil, which would distribute power to the rear driveshaft when a difference in both front/rear wheels was present.[9] Real-Time 4WD models are recognizable by the charcoal grey center covers, covering the lug nuts which were exposed on FWD models.


  1. ^Leeps (4 June ). "Rust Busters". New Straits Times / Google News Archive. Retrieved 3 May
  2. ^"Automobile".
  3. ^Kurki-Suonio, Hannu (19 March ). "Autotieto " [Car specifications ]. Tekniikan Maailma (in Finnish). Vol.&#;41 no.&#;5/ Helsinki: TM-Julkaisu. p.&#;Automaailma ISSN&#;
  4. ^ abDe Leener, Philippe (15 December ). "L'évolution suit son cours" [Evolution follows its course]. Le Moniteur de l'Automobile (in French). Brussels, Belgium: Editions Auto-Magazine. 34 (): 99–
  5. ^"Honda Civic History".
  6. ^Bernardet, Alain (April ). "Evolution logique" [Logical evolution]. Echappement (in French). Paris, France: Michael Hommell (): 78–
  7. ^"Honda Civic Generations". Edmunds.com. Archived from the original on 1 September
  8. ^ abMoity, Pierre (April ). "Honda Civic Shuttle 4WD: La force tranquille" [Quiet strength]. Echappement (in French). Paris, France: Michael Hommell ():
  9. ^Kjellström, PeO (4 March ). "Expedition Nordkalotten" [Cap of the North expedition]. Teknikens Värld (in Swedish). Stockholm, Sweden: Specialtidningsförlaget AB. 39 (6):
Sours: https://en.wikipedia.org/wiki/Honda_Civic_(third_generation)
1987 Civic SB3 // BOXY DREAM
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 Honda Civic Si ( © Honda Motor Company)





 Honda Civic Si ( © Honda Motor Company)



Sours: https://www.automobile-catalog.com/car///honda_civic_si.html

Civic 1987 si honda

Age Inappropriate - Honda Civic SI

At 20, Most Civics Are Facing A Future Of Decreased Utility And Eventually Getting Put Out To Pasture. Not Mark Jackson's; His Third-Gen. Has Been Given Another Lease On Life, Readied To Tackle The Tight, Cone-Lined Twisties Of The Autocross.

Whenever Mark Jackson talks Hondas, there is one particular story he likes to recall about an encounter he had many years ago in one of his first Civics with a Corvette. It was , and Jackson was tailing one of the famed American muscle cars in a '79 two-door sedan on a stretch of highway in his hometown of Fremont, Calif. At the time, the Civic was far from stock, boasting a swapped 1,cc Prelude mill that was punched out another mm, matching 5-speed gearbox, body drop, gutted interior and primer finish.

"She wasn't much to look at," admits Jackson, "but boy, was she quick."

According to Jackson, the Civic matched the 'Vette's pace for several miles as the two cars accelerated, although, how fast they were going is anybody's guess. Apparently, Civic speedos of the time only went up to mph, and Jackson says the needle was buried for at least 5 miles. As both cars exited the freeway, Jackson still remembers the look of astonishment the 'Vette owner had as he realized the kind of car he couldn't shake. The event marked the beginnings of Jackson's interest in building performance Hondas.

He has since wrenched on the make for over 25 years, and currently owns and runs a thriving Honda/Acura service facility in Santa Cruz. With the business to take care of, Jackson rarely has time to tinker with any personal builds, but he does have his indulgences, like this third-gen. Civic. Affectionately called "Old Yeller," Jackson purchased the Si hatchback new in , which came with a carbureted single-cam, liter powerplant under the hood stamped EW4. Today, the compact has just a tick less than 64, original miles on it.

In the last couple years Jackson has refocused attention on Old Yeller in an effort to prep an autocross vehicle for his daughter. We recently caught up with him to get the story behind this one-of-a-kind racer.

Honda Tuning:Your Corvette story would appear to predate the entire sport compact movement of the last decade. In fact, seems like you've been working on Hondas longer than most of our readers have been alive.

Mark Jackson: I've been doing motor swaps since [the early '80s]. We used to get some horsepower out of those [old Civic motors] with a Weber carburetor. You know AEM? That would be me if I was smarter as a kid. I made a cold-air intake out of a hose from an industrial vacuum and mounted a square filter and aluminum cage to it. The car sounded bitchin' and actually felt faster. I'd pop the hood at shows and people would look at me like, "that ain't doin' nothing." Here we are, 20 years later, and if I had a dollar every time a customer walks into my shop and asks for a cold-air intake (Jackson's voice trails off in mock disgust)

HT: What kind of shop do you have?
MJ: I own a Honda/Acura repair shop in Santa Cruz. I've been a Honda tech for 26 years. We [build] a couple cars a year, but I have my own-a '69 Camaro that we take to a lot of shows.

HT: It's interesting that you've been able to exist in both worlds, old-school muscle and sport compacts. Each is so different.
MJ: Well, I came from that. I'm 43 and my roots are in muscle cars. When I started working on Hondas is when I bought this little '87, and I just started going off on it.

HT: Yeah, on your tech sheet it said you basically started working on the car the moment you got it home. Did you have a grand plan for the car at the time?
MJ: When I got it back, my car guy upbringing just took over. I just started messing with it; I lowered it and put a set of Enkeis on it, the only wheels available for it at the time, other than the high-dollar Mugens. It drove that way for a while, and as the [aftermarket] industry grew, we did as much as we could to it.

HT: How did you get involved with your machine shop, Replika Maschinen?
MJ: They're over the hill from us in San Jose and do a lot of work on Japanese cars, on Mitsubishi stuff. They are pretty much the only machine shop that will flow bench test my heads and do that kind of thing. They also do a lot of race prep work. They're very tuner friendly.

HT: How did you figure out that S springs would work in the valvetrain for this engine?
MJ: We did an S with a full Spoon package about two years ago. The kid didn't want any of the engine parts back, so I had all these stock parts sitting around. We were in the shop one day and I decided to measure the tension of an S spring versus a spring from Old Yeller. They had just enough tension to bring it up a little bit. I gave them to Replika, they checked them out and said they were awesome.

HT: We thought it was pretty cool that you grafted the S ignition button, too.
MJ: Yeah. I made that dash; it's a piece of aluminum with a carbon-fiber covering. The steering column was something a machinist friend of mine made.

HT: With such an antiquated platform, there must have been a number of obstacles. What would you say was the biggest?
MJ: Since I build engines for a living, I'd say the thing that I sweated the most was building the roll cage. That and the dash were the most challenging parts for me. I mean, the engine work is what we do [at the shop], but when it came to some of the fabrication stuff, it took extra attention. A lot of the techniques I had to teach myself, and I screwed up on only one pipe, but when you're self taught and the pipe is $80 a section, you wanna get smart quick (laughter).

HT: True, true. So where do you go from here? You'd mentioned something about prepping the car for your daughter to autocross.
MJ: Yeah, she's going to autocross, and I'm hoping to get this thing ready for Hot Import Nights in San Francisco [in September]. That's when I want to unveil it. [The Civic's] been to a couple local car shows, and she always gets a trophy, but she doesn't really have much competition in her age group. Just to autocross and show it is all we really have planned. She's been in the family forever, so that's where she's going to stay.

Mark Jackson's Civic SI

The revised block features cylinders that have been over-bored of an inch by Jackson's go-to machine shop, Replika Maschinen Inc. Jackson further modded the bottom end with a Moroso 5-quart oil pan, custom compression Arias pistons, custom Pauter rods, and a cryogenically treated and balanced crankshaft. Up top in the head casting, Replika went ahead and tuned the intake and exhaust ports on a flow bench. The 3-valve per cylinder valvetrain was then rebuilt with Ferrea valves, OE S valve springs, titanium retainers, a custom Crower camshaft, and an AEM cam sprocket.

The ignition system has been improved with an MSD Blaster box, and fueling with the implementation of a fuel cell and Mallory pump. Weber 40mm sidedraft carbs have been port matched to the intake manifold, an intake that has been stealthily rigged with an NOS shot wet nitrous setup. Burnt mix exits out a DC Sports header connected to a custom exhaust.

The power handshake from engine to 5-speed gearbox is accomplished with a custom 3-piece Clutch Net flywheel and single-plate clutch. The diff is locked down with a Phantom Grip, and Jackson can pick the right gear via a DC shifter.

Tokico Illumina 5-way adjustable shocks soak up the road, as the Civic rides on a set of Suspension Techniques springs. To tighten up the chassis some, Jackson fabbed and installed the custom cage and bolted on a DC Sports forward strut tower brace. Body roll is mitigated with ST front and rear anti-sway bars.

The forward rotors and rear drums native to the Si have been booted for the entire brake setup from an '89 Integra, which features front and rear discs. Steel-braided lines deliver fluid to all four wheelwells, and fluid pressure is currently controlled with a Tilton master cylinder mounted inside under the dash (the stock cylinder and brake booster have been eliminated). Each caliper is outfitted with Axxis Metal Master pads.

Rims & rubber
Nitto NT /40/16 rubber, wrapped around Advanti Racing inch wheels, makes the contact patch.

The Si's original red has been supplanted with House of Kolor Canary Yellow, marking the body's sole outward cosmetic upgrade.

Momo is the call within the stripped down cabin, Jackson opting for its steering wheel, seats, harnesses, and shift knob. The custom dash has been outfitted with Stewart Warner white face gauges and a factory Honda S ignition button.



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1987 Honda Civic Si - driving video

Before orgasm, I untie his hands, and he cums on my chest. (Only here is an excellent fuck without boundaries. Real wild things. - Ed.

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