2002 Honda Civic Ex

There are lots of types out there: prototypes, archetypes, blood types, strong and silent types. You name it. If you're a Honda fanatic, there's only one type that matters: Type-R.

The Type-R badge represents Honda at its best. It's what happens when you take a perfectly competent, practical and handsome car and shower it with racing technology until it's positively dripping with performance. The result is something you can take to the track and whale on, knowing full well you'll get tired long before the car does.

Unfortunately, Honda seems to be in no hurry to bring the Type-R line back to the States. The only U.S.-market vehicle to be sold with this hallowed badge was the Acura Integra Type R, and it hasn't been available since 2001. Sure, Honda was decent enough to send over the latest incarnation of the Civic Si and the RSX Type-S, but that's like ordering a steak and getting Hamburger Helper.

So if you crave the performance of a Type-R and relocating yourself and all worldly possessions to Japan is not on your to-do list, you're going have to build one yourself.

Which is exactly what Jun Hong did.

Hong's adventure began by purchasing a 2002 Civic EX coupe. Being an up-level EX, it wasn't hurting for comfort and convenience features, but when it came to the bits that get the adrenaline flowing, it was sorely lacking. Or, as Hong describes it, "It was slow." Six months and $10,000 later, that description no longer applies.

Hong's first move was to perform an emergency heart transplant. Out went the little engine that couldn't, and in its place went the motive force behind the Japanese-market Integra Type-R. Or, for those fluent in tuner-speak, the stock 1.7-liter D series was swapped with a 2.0-liter JDM DC5 Type-R K20A.

The Type-R K20A engine pumps out approximately 220 hp at a breathtaking 8000 rpm and a little more than 150 lb-ft of torque at 7000 rpm, thanks to Honda's latest i-VTEC system and some keen intake and exhaust tuning. In comparison, Hong's 2002 Civic EX generated a measly 127 hp at 6300 rpm.

The next step was to install the Integra Type-R's six-speed manual transmission. In typical Honda fashion, this gearbox is an engineering marvel, right down to the specification of double- and triple-cone synchronizers on all forward gears. The result is a design that ensures no attempt to change cogs goes unmet. Integrated with the Type-R's transmission is a helical limited-slip differential, a useful piece of hardware when it comes time to power through a turn.

In his quest to transform his Civic into a bona fide "R," Hong didn't stop with the engine and transmission; he went for the whole ball of wax. This means TEIN coilovers, Type-R brakes courtesy of Brembo and Type-R five-lug wheels wearing 225/45ZR-17 Nitto Neo Gen tires.

He also gave the interior and exterior the full "R" treatment by installing a new shifter, pedals and small-diameter three-spoke steering wheel, all genuine Type-R. He also treated the car to a championship white paint job by Auto Paint Specialists in Costa Mesa, Calif., and applied red Honda emblems front and rear.

At this point, Hong was on a roll. Before he could stop himself, he had mounted a pair of fire-engine red Bride Brix front seats, a four-point Autopower roll cage and a Willans four-point racing harness. He also ripped out lots of sound insulation and installed a Blitz Nr-spec muffler. To give the sound system a fighting chance, he installed MB Quart speakers and an Alpine four-channel amplifier.

Since the Civic shares its platform with the RSX, and the engine bays can both swallow about the same amount of powertrain, Hong knew this transformation could be made to work. But that doesn't mean it was easy or stress free. Dealing with those responsible for the delivery of his precious cargo from Japan proved to be frustrating and patience sapping. Nevertheless, after five agonizing months, Hong's front and rear clip finally reached California.