The ’92-95 Civic, or EH chassis as U.S.-bred versions are stamped, is quite possibly the most popular body style to build and modify. Flanked by two monumentally popular Civic generations (’88-’96 and 91-00), the slippery, mid-’90s hatchback has proven itself over capable with countlessstreet and show, and in many cases record-setting race versions that blanket the Honda enthusiast crowd. With all of that notoriety comes a relatively tricky part-constructing a standout. Owning one of these vehicles automatically places you into very crowded waters, and breaking free ofFrom a purist’s standpoint, simplicity still reins supreme as hard-core EH fanatics search for a proper balance of performance and uncompromising aesthetic touches. For Michael Blancke, owner with this ’92 CX, the lure of the popular hatchback wasn’t all that enticing. I started out wanting to build my ’95 four-door, he says. I found myself collecting all the parts for a few years, together with a built ITR motor and SiR interior. As the parts pile continued to accumulate, Michael’s good friend RC Chacon, owner of RC’s Garage, was busy building the precise car you see pictured. Only, at that time, its chest cavity was the location of a boosted B Series heart, and the car had gained national attention because it graced the cover of this very magazine. Avid HT readers will recall through the article that RC wasn’t exactly a huge fan of hatchbacks either, which is ironic considering both he and Michael wound up building a hatchback-the very same car in realitySo, how did an anti-hatchback guy with a built B Series on the back burner end up with this K-powered CX? Well, let’s start from the beginning. Michael adds, I took a ride in my close friend Rhett’s K-swapped ITR, and I was hooked! I immediately wanted to go K Series. So, i sold all of my B Series stuff and started collecting K-swap parts to piece together a motor. The four-door sat in the backyard for quite some time while the scavenger hunt continued, until Michael brought it to RC’s Garage in hopes of finding some solid motivation. The build process began, albeit slowly, and not long after, motivation again waned. I just lost motivation again. A short time after that, I needed the opportunity to buy RC’s old car [but] the first time it was for sale, I didn’t need it. He ended up buying it back after selling it, and then I bought a weird itch to get it. He wanted me to buy it because he wanted one of his good friends to have it, and this time around, I really did start to like it. Michael says emphatically, Never have I liked hatchbacks, I’m a four-door guy, LOL. With the majority of the K-swap ancillary parts already accessible, the sedan chassis was abandoned in the meantime and Michael and RC got busy working on the hatch.
1992 honda civic CX mugen 3 steering wheelwithin the cabin.
It was suitable for a K24/K20 combo, even though the original plan called for a turbo K Series; Michael purchased a turbo kit. He soon discovered that a straight K20 in comparison with a Frankenstein setup carries enough differences to cause far too many headaches. As an alternative to forcing the turbo kit into the bay, the components were instead sold and the money was spread out across the entire build, in naturally aspirated form.
The sanitary underhood appearance is really a direct reaction toAfter having the engine bay resprayed by local paint guru Tony Froelich, the powerplant was prepped for duty. Using Golden Eagle’s head stud kit, a K20Z3 block was mated to your K20A2 head fitted with Toda valvesprings that provide support for a collection of custom ground Web Cams. The cold side sees an increase in airflow thanks to an RSP Euro CTR intake manifold, Hybrid Racing 70mm throttle body, and a Vibrant Performance Vanjen clamped JDL 3-inch intake. With momentum on the build at an all-time Michael, RC and high decided to have the trip from Arizona to LakeElsinore and California, for that annual Eibach meet, which was quickly approaching. The scramble to finish generated an electrical gremlin that Michael can laugh about now, but he wasn’t smiling just a few hours before hitting the road to SoCal. He recalls, The night before Eibach, I kept blowing a fuse, which led to no power to the ECU. We might not for that life of us figure it out. Soon there is a team of people seeking to figure it all out with Hasport’s wiring guy, Brian Thomas, leading the way. It ultimately came down to my human error after being deprived of sleep when I installed the fuel pump. I pinched a wire as i tightened on the pump, and yes it was inducing the fuse to blow. We went through like 20 of theavailable, the Civic did make your trek for the massive Eibach event by the due date and, not surprisingly, captured the interest of attendees throughout the day. The only problem was, some were saying the words that also ring in Michael’s ears. Basically If I would have heard that it still looked like RC’s car one more time, I would drive it away a cliff, I swear. LOL! Jokes aside, the time had come to revamp the exterior bits to make the car truly his, and knowing this, Michael contacted the one shop which could procure tough-to-find JDM goods quickly-ICB Motorsport. He adds, I go to my good friend Matt of ICB and ordered an initial Molding hood and flugel plate. While I was there, he unveiled a Sergeant wing, which looks a tad more aggressive compared to a Spoon wing and it’s fiberglass. Decided I wanted it, and I color-matched it on the car. Michael also obtained a five-lug conversion from RC’s sourced and Garage a classic pair of bronze CE28s of the 16×7 variety.
A purist at heart, Michael Blancke focused on a solid balance of tasteful appearance and usable performance. I can honestly say I adore the car now, he says. Even RC