What Matt Galiano wanted for his Honda Civic Si wasn’t entirely unreasonable: To have a nine-second street car that I could pull in to a car drop and show jaws with. That’s what he wanted, and that’s what so many others have tried to attain with little to exhibit for it. That’s mostly because making a front-wheel-drive Civic capable of speeds over 150mph inside the quarter-mile is tough enough. The process with the right combination of show-winning paint and polished bits makes all of this even more challenging.
A nine-second show car isn’t exactly what Galiano’s always had in mind, because it turnsthough and out. A daily driver is what he was looking for in late 2012 when he picked up the inoperable Civic Si. It didn’t run, [but] it had been a super easy fix, Galiano says. I intended on using it for any daily driver-just to put some wheels into it, clean up the engine bay, put a whole new paint job on it and drive it. That’s what he told himself anyways. Meanwhile, Galiano was only denying and prolonging what he probably knew all along: The more I assumed about it, the greater I wanted to construct a car for takingshortly after getting the only twin-cam, B-series Honda Civic ever offered in the US operational. Galiano’s Civic Si was parked for good and completely torn apart, awaiting its rebirth, by the starting of the following year. I began building it with the aim of it still having the capability to be driven on the street, he says. It was almost complete then I decided to really make it a full-blown drag race car.
It was the second and final time Galiano would change his mind. From here on out, the Civic would be a dedicated track car. It had been also should be completed in the same year. I set a goal personally to finish it last year and tried everything possible to achieve that, Galiano says of the tight deadline. It started with ridding the 2-door of its B16A2 engine which had been exclusive to the Si and then-model del Sols. Instead, the RSX’s K20A2 was dropped into place by using Hasport mounts and a seventh-generation Civic Si’s transmission. Greater than 800 horsepower comes by way of a Precision turbo that blows from the fully reworked long block that’s been fortified with ductile iron sleeves and forged internals. Externally, the fuel system has been beefed up with 2,000cc injectors and a number of pumps from Bosch, which are controlled by AEM’s Series 2 standalone engine management system.
Despite his successfully melding the often at-odds worlds of drag racing beaters and show queens in to a single package, Galiano admittedly hasn’t been a Honda fan. I grew up building and driving older Camaros, and I’ve loved them ever since, he says, prefacing his buying of a later-model Chevy sports coupe in 2010. But the fifth-generation Camaro didn’t fill the ’60s-era muscle car void he’d hoped it would. [It] just didn’t have the same seem like I thought it would, Galiano says as he compares the decades-spanning differences in between thesuch things as the 15-inch Work Meister S1 wheels stuffed inside a pair of Mickey Thompson ETs up front. It also allowed him to prepare the chassis for nine-second duty, like incorporating the 10-point rollcage that was expertly fitted within the coupe by nearby Diamond Fab.
I needed to build this to show people some of the work I can do at my shop. And I wanted the best of both worlds, Galiano says, of how he managed balancing the car’s opposing drag versus show theme. The recipe for Galiano’s Si is nearly complete. It’s prepared to drop jaws; now all it needs would be to hit the track.