A foil to the Vortech Cougar's good ol' American grunt is this screaming Si. More than 10 years after the engine's introduction in Japan, Honda has finally blessed us with the B16 engine in a mass-produced car (Del Sol VTECs are unfortunately the exception, not the rule). A favorite among drag racers, hybrid enthusiasts and track racers alike, the high-revving B16 responds well to modifications, making reliable, high horsepower. Torque is another matter entirely, but torque has never been one of Honda's strong suits.
Sales success for Honda means sales success for the aftermarket as well, and Vortech saw the perfect opportunity to jump into the fray. For its first crack at an import application, Vortech has produced an impressive package. Though there are many forced induction kits on the market, there are few backed by companies with the size, experience and warranty provided by Vortech (a visit to the Vortech facility on the Channel Islands will make even the most jaded car geek drool).
Vortech started off with the substantial V-5 G-trim supercharger (with a 575 hp potential) to pressurize the B16's intake stream. The V-5 features a patented air assist oil drainback valve which bleeds a small amount of boost to atomize oil as it enters the supercharger, reducing pooling and increasing mechanical efficiency through lower frictional losses. Due to packaging constraints, Vortech uses an extended supercharger drive, much like the unit designed for the Cougar, that runs across the front of the engine, connecting the compressor to the pulley. A custom cast aluminum bracket (which includes a bolt-through for power steering hose fittings) locates the drive shaft for the pulley, and is supported by billet, anodized aluminum hardware. Hayashi cam gears were installed on this car as well, though they have not been used thus far for tuning. The V-5 receives fresh, cold air via a molded plastic pipe, which locates a K&N air filter behind the front bumper and in front of the fender liner.
To guard against compressor surge, a Vortech Maxflow bypass valve was installed that vents to atmosphere. The Civic utilizes many of the same components as the Cougar, like the fuel pressure optimizer, fuel management unit, auxiliary inline fuel pump, and a Maxflow billet fuel rail. A Crane ignition coil provides extra juice, feeding the spark through Moroso plug wires. Following compression by the blower, air is cooled before reaching the throttle body by the "Power Cooler" air-to-water aftercooler, which uses a closed-loop coolant system. In drag racing situations, an added advantage of the closed-loop system is the ability to add iced water for a cooler intake charge.
Exhaust gases exit via a Comptech Sport stainless-steel 4-2-1 header, through a stock catalytic converter, and out an A'PEXi N1 stainless-steel exhaust. As an aside, with the A'PEXi Super Silencer in place, there was no drop in power on the dyno, just an increase in aural happiness.
Vortech placed braking-modification duties in the very capable hands of BAER Racing, who installed its Track system, consisting of oversized slotted and cross-drilled rotors, PBR aluminum calipers and pads, and upgraded stock rear components. A celebration of form and function, the large brakes complement the 18-inch Racing Hart wheels far more than stock brakes ever could. Neuspeed was put in charge of the suspension package, and performed a stellar job of matching high-end components to create a package that was both comfortable and quite tossable. Custom struts made by Koni for Neuspeed featuring externally adjustable valving and a shortened stroke on all four corners are shrouded by Neuspeed sport lowering springs. A rear Neuspeed anti-roll bar helps stiffen the rear of the chassis, while a Comptech upper strut tower bar shores up the front end.
For its first crack at a Honda motor, Vortech did a very impressive job of accenting its essential character. The engine still behaves like a B16, just one with a very useable amount of grunt. The fact that Vortech came damn close to doubling an efficient motor's horsepower output (already 100 hp/liter) speaks much of the level of engineering that went into the kit.
At 10 psi, the impressive sum of 272 hp, an increase of 132.6 hp to the wheels more than stock, comes at a redline-limited 7900 rpm, with plenty of breathing room left in the supercharger and not a ping in sight. Though masked by the impressive horsepower figures, torque is up from 102 lb-ft to 181 lb-ft, also at 7900 rpm. Before VTEC kicks in, progressive gains of both horsepower and torque are seen, but it is when the lumpy cams come to life that the car starts to feel quick.
What best describes the car's powerband? It feels as though it has an ungodly large VTEC cam. The extremely linear nature of the power curve makes the car drive much like a stock Civic, with no steering wheel-wrenching power onsets anywhere in the band. We netted a 14.4 at 98.6 mph in the quarter mile, though we suspect that with stickier tires, the car could turn much better times. As well, the inherent nature of a centrifugal supercharger makes launching a front-wheel-drive car so equipped difficult.
One beauty of the Vortech kit is that your mother could drive the car, and apart from the "pffffft" from the bypass valve, would think it was the same reliable Honda she bought you for graduation. Especially in lower gears, the rev-limiter spoils the party very quickly at 7900 rpm, with the car pulling tauntingly harder the higher the tach needle climbs. Around town, the car feels deceivingly slow, even though pre-VTEC, the car is still making substantially more power than stock, you get quickly spoiled by all that top-end power. This also means you will find yourself flogging the car to get into the powerband. No doubt another benefit of the Kaaz differential, it is only in that last thousand rpm that the tires break loose. This powerband just begs to be exercised on a road course, and with the limited slip in place, the car would make a ferocious weekend racer.
Fast daily drivers that do not require much thought to drive are refreshing, and the Vortech Si fits this bill exactly. Though stiffly sprung, the Si exhibits good manners over almost all surfaces, even with the 35 series Toyos, thanks to the shortened shock absorbers. An encounter with a long, sweeping onramp proved the Si a willing driving companion, quite flat and stable, and easily steered with the throttle. With the Kaaz limited slip ensuring power to both driving wheels, I was able to actually tighten my line in the corner as I powered out, avoiding what normally would have been nasty power-on understeer.
As one would expect from such substantial components, the BAER braking system has wonderful pedal feel and gives much confidence in the ability of the car to stop. Though the BAER kit adds ample rotational mass, the car has plenty of power anyway, and having more than enough brake is always worth the weight penalty on a fast car. The ACT street clutch setup provided enough clamping force for tire chirping shifts, yet engaged with the lightness and tractability of a stock clutch.
The overall coolness factor of the polished supercharger components and fit-and-finish of the components and ease of install also rates highly. Owners are going to be popping their hoods with more fervor than a fiancee flaunting a new rock. The kit will retail for under $4,000, and is bolt-on. Vortech has jumped into the import fray with both feet, and with this kit, landed squarely. A kit pressurizing the B18C in the 1994- to 2000-year Integra is also in the works.