Looked at objectively, the idea of tuning a small capacity engine to such an extent that it can embarrass cars with much larger motors doesn't make a great deal of sense when simply bunging in a larger engine from the same range offers an easier, usually more reliable and financially viable route to extra power. Because of this we’ve been as guilty of preaching the RB25 to RB30, 13B to 20B, B16 to B18 word as anybody else. But now that everybody has jumped on that particular bandwagon, does our cover feature prove that there are the beginnings of a backlash appearing? I’m not sure, to be honest.

Tuning any particular engine to the absolute maximum for road use is not everybody’s cup of tea, requiring the sort of forged internals rebuild normally reserved for mega-power turbo cars. Sure, it has some advantages with regards to being unique (we tracked down these two Civics from opposite ends of the country and politely asked the owners to meet us halfway) and the top-end power delivery is pure mechanical adrenaline, but gaining access to that power can be frustrating. As Mark Cracknell, owner of the awesome EG6 leading the opening photo, put it: "In my engine there is nothing below 4000rpm, between 4-6000rpm is okay, but from 7000rpm and above you're absolutely flying." Could I put up with such a peaky delivery? Do bears go to the loo in the woods?! Just the thought of the induction roar on VTEC gives me goose bumps.

I hope this issue opens eyes in other respects, too, by reminding people about a model that I think has fallen off everybody's radar – the Nissan Pulsar/Sunny GTi-R. Where have they all gone? I may have missed a couple but I only saw one in the main fields at the recent Japfest show, and that was Jamie Ansell's example we'd already shot for this issue. Hopefully this lightweight, wide-body stunner will help us remember what a great super-hatch the GTi-R is and bring it back into favour. Enjoy the issue!

Joe Clifford, Editor

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