PIC Apex - Honda

# Multiple spring rate combinations available (see Option Box on right for choices) to suit various driving styles and applications

# Dampers have undergone numerous shock dyno tests to determine ideal valving for each application, delivering superb damping characteristics.

# Dyno and track-tested damping levels, specifically designed and matched to each application and spring rates.

# Fully Independent height & preload adjustments.

# 3 stage anodized coating on shock body provides extra weatherproofing and protection against oxidation.

# Viton sealed pistons protect vital moving parts against friction and wear, even against extremely high temperatures and oil.

# Nitrogen gas-filled lower portion, with free-floating secondary valve offers more flexible low and high speed damping.

# 46mm piston diameter and 54mm shock body provide improved damping capabilities and heat dissipation. 89-91 Civic/90-93 Integra/88-91 CRX: 42mm rear piston/50mm rear shock body

# Two 6061-T6 aluminum alloy collars hold spring and lower mount in place and an additional third collar provides added support to the spring perch.

# 6061-T6 aluminum alloy is used for both top and bottom mounts, coated in a fade and chip-resistant paint.
89-91 Civic/90-93 Integra/88-91 CRX: Uses modified, raised topmounts combined with shortened lower mounts in the fronts to achieve a large range of height adjustment, while retaining shock travel.

# 240 hours of salt spray test on steel shock body shows no signs of fading or rust.

Buy PIC Apex - Honda

 

PIC Select - Honda

# Multiple spring rate combinations available (see Option Box on right for choices) to suit various driving styles and applications

# Dampers have undergone numerous shock dyno tests to determine ideal valving for each application, delivering superb damping characteristics.

# 8 levels of rebound adjustable damping to suit a variety of road and track conditions.

# Patent-pending adjustment mechanism ensures clearly seperated damping levels marked by an identifiable click at each setting, making for easily repeatable settings every time. Needle-valve design ensures no internal damage due to over-turning of the adjustment mechanism.

# Fully Independent height & preload adjustments.

# 3 stage anodized coating on shock body provides extra weatherproofing and protection against oxidation.

# Viton sealed pistons protect vital moving parts against friction and wear, even against extremely high temperatures and oil.

# Nitrogen gas-filled lower portion, with free-floating secondary valve offers more flexible low and high speed damping.

# 46mm piston diameter and 54mm shock body provide improved damping capabilities and heat dissipation. 89-91 Civic: 42mm rear piston/50mm rear shock body

# Two 6061-T6 aluminum alloy collars hold spring and lower mount in place and an additional third collar provides added support to the spring perch.

# 6061-T6 aluminum alloy is used for both top and bottom mounts, coated in a fade and chip-resistant paint.
89-91 Civic: Uses modified, raised topmounts combined with shortened lower mounts in the fronts to achieve a large range of height adjustment, while retaining shock travel.

# 240 hours of salt spray test on steel shock body shows no signs of fading or rust.

 

PIC Drag - Honda

# 96-00 Civic application pictured. 88-95 Civic / 90-01 Integra applications also available.

# D1A package: Includes a full set of Apex P2 coilovers (10kF/8kR), plus a pair of D1's, for a complete dual-duty suspension overhaul.

# Dampers have been valved and dyno-tested to provide extremely high levels of damping suited for drag racing purposes.

# Super-stiff 18kg rear springs reduce launch-induced front-rear load transfer (squatting in the rear), to keep the traction on the front drive wheels.

# Fully Independent height & preload adjustments.

# 3 stage anodized coating on shock body provides extra weatherproofing and protection against oxidation.

# Viton sealed pistons protect vital moving parts against friction and wear, even against extremely high temperatures and oil.

# Nitrogen gas-filled lower portion, with free-floating secondary valve offers more flexible low and high speed damping.

# 46mm piston diameter and 54mm shock body provide improved damping capabilities and heat dissipation.

# Two 6061-T6 aluminum alloy collars hold spring and lower mount in place and an additional third collar provides added support to the spring perch.

# 6061-T6 aluminum alloy is used for both top and bottom mounts, coated in a fade and chip-resistant paint.

# 240 hours of salt spray test on steel shock body shows no signs of fading or rust.

 

http://picperformance.com/stor...t=193

http://picperformance.com/stor...t=192

http://picperformance.com/stor...t=194

 

I hear nothing but good things about them, alot of guys around Toronto use the selects,

10k/12k combo has no body roll what so ever, people are removing asr/swaybars combo's as they arent necessary

 

thanks for the replies !!!!!!

 

I'm not a fan of fixed-stroke coilovers for production cars, but out of all the fixed-stroke options available on the market, PIC Performance stands out from all the rest in terms of honesty and customer service. I haven't personally used their product, but the level of commitment they provide to their customers and the sincerity with which they advise and do business is very obvious from reviews and from posts on this site by their representatives. That's something that you can't just get anywhere.

 

i'm really thinking about getting these with the either f12k r10k or 14k r12k spring rate setup any advice on what to go with its a 91 crx si with a b16

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Targa250R &raquo;</TD></TR><TR><TD CLASS="quote">I'm not a fan of fixed-stroke coilovers for production cars, but out of all the fixed-stroke options available on the market, PIC Performance stands out from all the rest in terms of honesty and customer service. I haven't personally used their product, but the level of commitment they provide to their customers and the sincerity with which they advise and do business is very obvious from reviews and from posts on this site by their representatives. That's something that you can't just get anywhere.</TD></TR></TABLE>

Could you explain that?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by DCFerris &raquo;</TD></TR><TR><TD CLASS="quote">i'm really thinking about getting these with the either f12k r10k or 14k r12k spring rate setup any advice on what to go with its a 91 crx si with a b16</TD></TR></TABLE>
Too stiff.

Very few dedicated CRX race cars are even running rates that high, especially with street tires. Driving around like that on the street isn't fun or cool, it's just stupid.

I'd stick to something more like 10k/10k or 10k/8k for a street-driven autocrosser CRX.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by wrestler72 &raquo;</TD></TR><TR><TD CLASS="quote">Could you explain that?</TD></TR></TABLE>
A fixed-stroke coilover limits your suspension travel to a fixed amount at all ride heights, and most models for production cars are limited to a high minimum spring rate to work properly. On a purpose-built custom race car such as a formula car or sports racer, this isn't a problem and can work well - but those types of vehicles do not have the same design constraints. There are more freedoms for packaging, price, and strength standpoints.

Some people don't mind the limitation - namely those who want to drive around on the street with the coilovers set at minimum ride height at all times and look cool to their JDM tuner buddies. However, for those who like to experiment with their spring rates and find a good balance between ride height, camber, roll stiffness, and ride quality, it is not the best option.

Another way of looking at it is that a fixed-stroke coilover builds in "dead length" that isn't used at higher ride heights. Unless the car is set at the minimum ride height, you're not using as much stroke as you possibly could, and are thus riding around with less travel and a harsher ride than you could be.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Targa250R &raquo;</TD></TR><TR><TD CLASS="quote">
Too stiff.

Very few dedicated CRX race cars are even running rates that high, especially with street tires. Driving around like that on the street isn't fun or cool, it's just stupid.

I'd stick to something more like 10k/10k or 10k/8k for a street-driven autocrosser CRX.


A fixed-stroke coilover limits your suspension travel to a fixed amount at all ride heights, and most models for production cars are limited to a high minimum spring rate to work properly. On a purpose-built custom race car such as a formula car or sports racer, this isn't a problem and can work well - but those types of vehicles do not have the same design constraints. There are more freedoms for packaging, price, and strength standpoints.

Some people don't mind the limitation - namely those who want to drive around on the street with the coilovers set at minimum ride height at all times and look cool to their JDM tuner buddies. However, for those who like to experiment with their spring rates and find a good balance between ride height, camber, roll stiffness, and ride quality, it is not the best option.

Another way of looking at it is that a fixed-stroke coilover builds in "dead length" that isn't used at higher ride heights. Unless the car is set at the minimum ride height, you're not using as much stroke as you possibly could, and are thus riding around with less travel and a harsher ride than you could be.</TD></TR></TABLE>
You are my JDM tuner buddy