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While the original 2.2L F22A makes a modest 125–130 hp, the CB7 chassis is famous for its compatibility with more potent Honda powerplants.

Builds that incorporate these elements become rolling showcases of JDM history. One user's 1992 Accord, for instance, is a comprehensive example of this path, featuring not only the engine and JDM parts but also details like DC5 Type R Recaro seats.

Forced Induction & Power Goals

The transformation from a soft-riding sedan to a corner-carving machine begins with a quality set of coilovers.

To "stance" a CB7 is to commit a cardinal sin; this is a chassis built for grip, not for scraping oil pans. The community polices itself with a fervor that keeps the riff-raff out. You will not see a CB7 at a generic Cars & Coffee takeover. But you might see one on a rainy backroad, its VTEC crossover echoing off the trees, driven by someone who knows that true exclusivity is not about being seen—it's about knowing something that 99% of the automotive world has forgotten.

The engine note—whether the stock F22A with a ported head or a screaming H22A at 8,000 RPM—is muffled by the Accord’s superior sound deadening, creating a deep, cultured roar rather than a raspy scream. This is the exclusive domain of the mature tuner: a car that can lap a technical circuit with the aggression of a track weapon and then drive home in air-conditioned comfort without a chiropractor on speed dial.

The ultimate flex in circles is the complete JDM conversion. In Japan, the CB3 and CB4 chassis received the SiR treatment.

High-end adjustable coilover systems (such as Fortune Auto, BC Racing, or KW Suspension) allow tuners to lower the center of gravity while fine-tuning rebound and compression for track days or spirited canyon driving.