OneMotion

Unfortunately the car was only sold on the Japanese domestic market, depriving the rest of the world from experiencing Honda’s excellent engineering prowess. However the sorrows came to an end when they released this. To be continued...

As an overall package the car delivered in spades making multiple appearances on different forms of media such as Best Motoring, Initial D and Gran-Turismo.

Lighter windscreen, signature red Type R seats, and 4 exclusive colours (Championship White, Flamenco Black Pri Metallic Clearcoat, Vouge Silver Metallic and Sunlight Yellow).

The valve stem have been coated with Black Nitride, this coat allows the valve to withstand forces due to a more aggressive cam profile.

The cylinder Heads from the B16B have their intake ports polished manually to allow greater airflow into the combustion chamber. In addition to that a bespoke camshaft which allows the B16B to have a more aggressive cam profile.

Firstly the block, the B16B combines elements of both engine architecture such as the B16A as a primary engine design component with alterations by incorporating design elements from the B18C found in the potent DC2 Integra Type R.

However the EK9’s B series is more bespoke with massive alterations making it different to other B Series engines.

The EK9 and EK4 both use the B series engine, B16A and B16B respectively. B series refers to Honda’s performance engines, specifically the EK4 and EK9 share the same capacity of 1.6 litres.

However there has been a divide in the Honda community in regards to steering capabilities where some claim the EK4 offered better steering than the EK9. Note, steering feedback is gained through communication of suspension components.

The EK9 comes with better springs and shocks, in addition to a thicker sway bar (22mm on the EK9 vs. 13mm on the EK4) and an LSD for good measure.

Mind you this technique is mostly used on race cars, which is fitting for the EK9. So in a nutshell the EK9 is MUCH stiffer than the EK4.