EG? EK? No, the Civic's glory began with this generation

Original by Honda誌 | 日系車迷誌 | 2025-03-13
Included in topic: #Honda Civic

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The Honda Civic can be said to be Honda’s flagship model 🚗. Its popularity is among the top of all Honda models. However, many people came to know the Civic starting from its fifth and sixth generations. The fifth-generation Civic chassis code is EG, and it is best known for its SiR model. As for the sixth-generation EK, there’s no need for more elaboration 😎 — Honda’s third Type R model—the Civic Type R—was born in this generation. From then on, every generation of the Civic has had a Type R version, which made the Civic seem to be haloed ✨.

Modified by Honda's official tuner Mugen, the fourth-generation Civic (EF) chassis code is SPL9 🔧.

Of course, this is true only for the younger generation of car enthusiasts. The older generation knows well that the Civic’s glory didn’t start from EG, but from the previous generation—EF. And the highlight of EF was not the engine, but the change in suspension system. Let’s begin the history of the fourth-generation Civic.

The fourth-generation Honda Civic was born in September 1987 📆. This generation came in multiple body types, with many chassis codes: EC / ED / EE / EF / EX. It marked a significant transformation in the Civic's evolution 🔁.

Although the rear large glass design remained, other body components were completely redesigned 🔧.

Changes came from body design, dimensions, and the new suspension. Honda lowered the engine hood and used a bigger windshield to reduce drag 🪟. In Japan, this generation was nicknamed "Big Civic" due to the larger size 📏. The wheelbase of the three-door hatchback increased from 2380mm to 2500mm, and both sedan and hatchback had the same wheelbase.

But the real highlight was the introduction of front and rear double wishbone suspension 💥 — this did not start with EG, but with EF.

At that time, Civic’s rivals still used front MacPherson struts and rear torsion beam suspension, so in terms of handling and comfort, EF truly outshined others 🏁.

This generation had multiple body styles: Hatchback, Combi Coupe, Sedan, and Wagon. The Combi Coupe refers to CR-X (nicknamed "Bullet Kid" in Hong Kong) 🎯.

There were 8 engine options from 1.3L to 1.6L:

• D13B (1.3L),
• D14A (1.4L),
• D15B1, D15B2 (1.5L),
• D16A6, ZC, D16A9, B16A (1.6L).

🔸 The D13B was an SOHC inline-four carbureted engine (82PS).
🔸 The D15B2 was a 16-valve SOHC engine (91~105HP).
🔸 The ZC was used mainly in Japan.
🔸 The B16A engine powered the EF9 SiR, offering 160HP 🏎️.

🚗 The Civic Wagon (Shuttle) was the commercial version, also called "Shuttle Beagle" (Little Beagle).

🔸 The CR-X Si used the D16A8 DOHC engine (130HP).
🔸 The North American Si version initially only existed in CR-X, and only later added to hatchback.

Let’s talk about suspension again. While power specs like 185HP (B-series) or 225HP (K20A) sound impressive, true performance lies in cornering. Honda focused heavily on suspension tuning, making Civic great in handling, not just in straight-line speed 🔄.

The double wishbone suspension was extremely precise and stable 🎯. It enabled better camber gain during movement, resulting in better corner grip. Downsides? Yes—it's expensive 💰 and takes up space, which is why by the 7th-gen, Honda had to shift to simpler setups.

Now, the performance highlight: the 1989 EF9 SiR model.

• Engine: B16A (early version)
• Output: 160HP @ 7600rpm, 150Nm @ 7000rpm
• Redline: 8200rpm, VTEC enabled
• Double wishbone suspension + reinforced chassis 💪

Europe also had a version: 1.6i VT, using B16A1, slightly detuned at 150HP and 150Nm, with VTEC at 5200rpm.

By 1989, CR-X Si gained better cams (105HP → 108HP). But many swapped D-series → B-series, forming a "heart swap trend" 🔧💓.

🏆 The SiR won the prestigious Golden Steering Wheel Award in Germany 🏅.

Honda also raced EF3 and later EF9 in JTC competitions. Despite facing stronger AE92/AE101 rivals, EF9 dominated with its B16A + suspension combo 🥇.

✨ Final Words: Engine specs are just one part of performance. A great car is an integrated system. Civic’s magic is more than red-head VTEC—it’s how everything works together.