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These days, modified Honda Civics are like mothers. Everybody has one. As people continue to build them, it becomes harder and harder to stand out from the crowd, which prompts many to bolt on rear wings the size of shower doors and exhaust systems that peg the decibel meter. These misguided efforts to get attention often have the opposite effect, however. Onlookers don’t admire; they shake their heads and turn away, shrugging off yet another loud, lowered and obnoxious-looking Civic. Fontana, Calif. resident Richard Trujillo took a different route. Instead of building the craziest-looking or loudest Civic on the block, Trujillo decided to focus his attention on his car’s performance. He began with a base Civic CX hatchback for its light weight and lack of power-robbing extras, like air conditioning and power steering. True to Trujillo’s plan, the car still looks bone stock, except for the lowered stance, pretty wheels and big brakes. Despite the car’s simplicity, Trujillo has run it purposefully on the show car circuit as well as on the street. 1990 Honda Civic CX Mugen Tie Bar Built to promote Trujillo’s father’s body shop, Body Works Collision Center in Rialto, Calif., Richard stripped the Civic of its interior, windows, engine and wiring harness before Pop’s shop shot it from top to bottom for a factory-painted look. Even the floors have been painted and clearcoated. The paint finish, blazing PPG flame yellow pearl with a liberal clearcoat, is so good the car won a “best paint” award at its very first show. Emboldened by this initial victory, Trujillo says he got a little crazier with the show stuff, adding a Spoon Sports carbon-fiber chin spoiler and rear roof wing, Vision side mirrors, and JDM corner markers, head- and taillights. 1990 Honda Civic CX Engine Bay Beneath the retina-scorching body panels, a set of H&R coil-overs drops the car neatly into its predatory street stance. Chassis rigidity is further improved using a pair of Mugen strut tower bars, one for the front and one for the rear. Skunk2 Racing aluminum lug nuts secure the modest 16x7-inch Mugen MF8s, which wear an anthracite finish and Yokohama Parada tires, sized 205/45R-16. For improved stops, Trujillo converted the rear drums to disc assemblies and upgraded all four corners with AEM big brake discs and Goodridge braided lines. The Civic’s engine bay is one of the simplest and cleanest we’ve seen. You could literally eat off the powdercoated Mugen valve cover. Trujillo’s choice of motivation is a B-series engine from a del Sol. The B16A2’s airways have been widened using an AEM cold-air intake, Type R intake manifold and bored throttle body. A DC Sports 4-into-1 header and mandrel bent, 2 3/8-inch exhaust built by Trujillo’s brother-in-law, Andre, take care of waste gases. 1990 Honda Civic CX Wheel And Tire The head is a Type R unit Trujillo says came off a Speedvision Touring Cup Integra. AEM adjustable cam gears allow fine tuning of the cam profiles. An AEM adjustable fuel pressure regulator and fuel rail supply RC 270cc injectors, while an MSD 6AL ignition and Magnacor plug wires apply flame to the air-fuel mixture.