Feeling a bit bored with the trusted old Honda Civic? How about an engine swap? Put in an Integra GSR engine and add a nitrous oxide system, and that conservative little economy car morphs into a 180-horsepower muscle machine.

Far-fetched as it seems, conversions like that have become all the rage among L.A.’s hot-rod set. Tricked-out and souped-up compact imports have suddenly become the biggest trend in local car culture.

By far the most popular car for this new crop of fanatics is the inexpensive and reliable Honda Civic. As a result, there is a booming demand for everything from engine parts to exhaust systems to the ever-popular chrome wheels for these imports, and Los Angeles-based aftermarket suppliers of performance components have trouble keeping up with the pace.

“There has been absolute runaway growth in the import segment,” said Wade Kawasaki, chief executive with Racing Sports Akimoto, a manufacturer of high-end air filter systems in Gardena. “Three years ago, we started importing performance parts from Japan, and the demand was so big that we’re now manufacturing products for this market ourselves.”

Racing Sports Akimoto makes an aluminum filtration system that replaces the factory-installed plastic system and gives a boost to a car’s performance.

“It improves horsepower, it improves style, and it improves sound,” said Kawasaki, adding that the part meets all applicable environmental standards.

Popular parts

A performance intake system, which costs around $200 and is relatively easy to bolt on the engine, is one of the first items of choice for those seeking to transform their economy Hondas into radical street cruisers. Custom wheels and tires, lowered suspensions, and a modified exhaust system to produce a deep, throaty rumble are also among the most sought-after enhancements.

According to the Specialty Equipment Market Association, a trade organization based in Diamond Bar, the average aficionado spends upwards of $3,000 to upgrade his “ride.” Moreover, according to SEMA, the aftermarket for performance components for compact import cars came to $756 million in 1999, up from $100 million in 1997, with the West Coast accounting for roughly one-third of this market and Southern California being the hub of that action.

“An increasing number of these aftermarket products for compact imports are manufactured locally rather than imported,” said Chuck Blum, president of SEMA. “What we’re seeing now with these Hondas is similar to what we saw in the early ’90s when mini-pickups from Japan became the hot car to customize. Basically, it’s young people who want to drive and work on a fun car. They want a car that’s inexpensive and of which there are a lot available, one that’s easy to work on and doesn’t cost a lot to insure. A few years ago, when this trend started, that car was the Honda.”

As a result, the Honda has replaced old stalwart muscle cars, such as the Ford Mustang and Pontiac Firebird, which cost more to buy and insure, as the car of the choice for the do-it-yourself mechanic. And new, specialized magazines and Web sites are catering to the information-hungry import enthusiasts.

Aside from the Civic, other popular models for customization are the Honda Accord, the Acura Integra, and the Honda CRX, which has been out of production since 1991.

Moreover, for the most committed hot-rod enthusiasts, there is also a growing number of so-called tuner shops, which specialize in upgrading compact imports both inside and out. Blum estimates that there are now around 200 tuner shops in L.A. County, compared to just a handful five years ago.

“We’ve gotten very busy,” said Mike, a manager with Pit Crew, a tuner shop in San Gabriel (when asked for his last name, Mike replied, “We don’t use last names around here”). “We do a lot of turbocharger work, engine swaps, and nitrous kits. Usually our jobs start at around $2,500 and can go way up from there.”

Nitrous oxide systems add more oxygen to the fuel in the engine to boost combustion, and are used in drag racing. Typically, these systems are computer controlled and require a professional installer.

In addition, many local shops install grills, wings, and other designer body kits and graphic arts to further differentiate one’s rod.

An L.A. phenomenon

The trend to customize Hondas and other compact import cars originated with Asian-American “crews” in Southern California, but has now spread to drivers in their late teens and early 20s from all backgrounds. It’s also spreading to other parts of the country.

Further, a subculture of legal races has been emerging, such as this month’s Battle of the Imports at the Palmdale Raceway, where a Civic can top 150 mph. Of course, not all the hot-rod Civic races are legal street races have given the performance compact-import phenomenon a bad reputation among police and media.

In addition, many promoters are organizing car shows, such as SEMA’s International Auto Salon at the Pomona Fairplex, the Import Showoff, and Hot Import Nights, which attract tens of thousands of visitors.

However, the vast majority of customized compact-import owners still use their cars for everyday driving, and not for either racing or beauty contests.

“It really is the first time since the ’50s and ’60s that vehicles have become such an important part of people’s lifestyle on a widespread scale,” said Kawasaki. “These kids are defined by their car and spend all their time and energy trying to make it as unique as possible.”

Although the bulk of the import enthusiasts are still young males, a SEMA survey showed that the female segment of the market is growing fast. Last year, 14 percent of those participating in performance import events were female, compared with just 3 percent in 1998.