Anyone know anything about civic engine swaps?
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as hatched mentioned, if you currently have a d series motor, swappin a new one in wouldn't be a bad idea. personally, i wouldn't go for the d16y8, as i prefer the d16z6. much funner engine from my personal experiences. it almost feels like the d16y8 has no balls to it. for example, i can beat a y8 5spd with my auto zx3.
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also, my friend and i just swapped a jdm h22a into his 92 cx hatch, and let me tell you my friend, it is a quick car. definately the torque monster of the honda engines! we are still in the process of working out a few bugs, but to put things into perspective, he ran a 9.0 in the 1/8 mile without his VTEC working at all on his car.
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[ 05-13-2003, 07:12 PM: Message edited by: everyone-needs-a-clear-focus ]
also, my friend and i just swapped a jdm h22a into his 92 cx hatch, and let me tell you my friend, it is a quick car. definately the torque monster of the honda engines! we are still in the process of working out a few bugs, but to put things into perspective, he ran a 9.0 in the 1/8 mile without his VTEC working at all on his car.
[ 05-13-2003, 07:12 PM: Message edited by: everyone-needs-a-clear-focus ]
you can take any b series autp trany and bolt it up to any b series block. so you cold get an auto b16 or b18c, even a type r if you have the cash. or you coudld just convert it to manual tranny. dont do the h22, not a cool swap, its to big to fit well and mounts need to be cut and welded and its just a pain in the ass, i know from personal experience. PM me if you have any specific questions or need more help, i know pretty much everything there is to know about honda engines.
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<font size="2" face="Verdana, Arial">no offense or anything, but apparently you dont know everything there is to know about honda engines. there is no welding involved with doing an h22 swap into an eg civic. the only modification to the mounts is that you have to cut part of the tranny mount off of the car to avoid it from hitting when first gear is engaged. also, you have to cut a notch in the radiator fan to clear the clutch bleeder valve, unless you buy an aftermarket fan that is thinner. the shift linkage is in a slightly different location, so you have to cut a larger hole where the old shift linkage came through. these are the only modifications to the actual car that i can think of off the top of my head. i just helped do this swap within the last month, and it was actually pretty straightforward.
[ 05-13-2003, 11:28 PM: Message edited by: everyone-needs-a-clear-focus ]
Basicly my friends engine is gone. He need a new one so he figures he might aswell get one with more power. Now the b18 from intgras should fit, But I think there manual. His car is an auto. So I assume he cant swap a engine that stck to an auto. So that leaves out the type r. So probably a b16 can be done to his. Is there any other good engines he can get?
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I'm assuming he has a D-series engine? I believe you'll need a D-series tranny, too. B and D series engines/trannys aren't compatible. He'll have to get a B-series tranny if he's gonna swap in a B16 or B18. However, an Integra auto should work for either engine (I think).
Here's a brief and simplified run-down of Honda engines that are frequently swapped:
B16A (160 HP, 111 TQ) is fairly torqueless. (Found in 1993-97 Del Sol VTEC, 99-00 Si)
B18C1 (170 HP 128 TQ), was in the 94-01 Integra GS-R. It has higher hp and tq, but is more expensive.
B18C5 (195 HP, 130 TQ) is the Integra Type R engine and is more hp and tq, but even more expensive then the C1
B18B (140 HP, 124 TQ) is the Integra LS/RS engine. It's non-VTEC, but has lots of torque (for what it is) and is a good platform for turbocharging.
1998+ B20 (146 hp, 133 TQ)is the engine out of the CR-V. It's 2.0 liters DOHC and non-VTEC. It has good torque and hp.
I'd personally go with the B18C if you can afford it.
Also, if you're just trying to save the money, you could replace the engine with a D16Y8 (127 hp, 107 TQ) which is the SOHC VTEC engine. You can build them up to be quick (there are turbo apps for them too,) and you can pick them up very inexpensively.
Check out www.honda-tech.com and do a search – there' s a ton of info there.
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-98 Civic EX
[ 05-13-2003, 12:27 PM: Message edited by: hatched ]
Here's a brief and simplified run-down of Honda engines that are frequently swapped:
B16A (160 HP, 111 TQ) is fairly torqueless. (Found in 1993-97 Del Sol VTEC, 99-00 Si)
B18C1 (170 HP 128 TQ), was in the 94-01 Integra GS-R. It has higher hp and tq, but is more expensive.
B18C5 (195 HP, 130 TQ) is the Integra Type R engine and is more hp and tq, but even more expensive then the C1
B18B (140 HP, 124 TQ) is the Integra LS/RS engine. It's non-VTEC, but has lots of torque (for what it is) and is a good platform for turbocharging.
1998+ B20 (146 hp, 133 TQ)is the engine out of the CR-V. It's 2.0 liters DOHC and non-VTEC. It has good torque and hp.
I'd personally go with the B18C if you can afford it.
Also, if you're just trying to save the money, you could replace the engine with a D16Y8 (127 hp, 107 TQ) which is the SOHC VTEC engine. You can build them up to be quick (there are turbo apps for them too,) and you can pick them up very inexpensively.
Check out www.honda-tech.com and do a search – there' s a ton of info there.
-98 Civic EX
[ 05-13-2003, 12:27 PM: Message edited by: hatched ]
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<font size="2" face="Verdana, Arial">I've heard of LS or B20 blocks with B-series heads, but never a LS/B20 (they're both non-VTEC).
What BUR_ZX3 is referring to is what is commonly called and LS/VTEC (B18B block w/B16A or B18C head) or the CR-VTEC which is the B20 block with the B16A or B18C head. However, I've heard these aren't as reliable. They're cheaper, but not as dependible.
http://www.placeracing.com/
i've been involved in H22 to ZC swaps for nearly 10 years... Place makes the easiest kits.. and zdyne or hondata to controll the new engine.
[ 05-13-2003, 12:45 PM: Message edited by: 1FST2M6 ]
i've been involved in H22 to ZC swaps for nearly 10 years... Place makes the easiest kits.. and zdyne or hondata to controll the new engine.
[ 05-13-2003, 12:45 PM: Message edited by: 1FST2M6 ]
<font size="2" face="Verdana, Arial">**looks out to garage, sees 92 si with h22a**Originally posted by everyone-needs-a-clear-focus:
no offense or anything, but apparently you dont know everything there is to know about honda engines. there is no welding involved with doing an h22 swap into an eg civic. the only modification to the mounts is that you have to cut part of the tranny mount off of the car to avoid it from hitting when first gear is engaged. also, you have to cut a notch in the radiator fan to clear the clutch bleeder valve, unless you buy an aftermarket fan that is thinner. the shift linkage is in a slightly different location, so you have to cut a larger hole where the old shift linkage came through. these are the only modifications to the actual car that i can think of off the top of my head. i just helped do this swap within the last month, and it was actually pretty straightforward.[/QB]![]()
the mounts in the car do not line up. honda never intended that engine in the civic. the mounts are close but dont fit and require tweeking and contortions to make them work. it is a quick swap but the the tranny gets
[ 05-14-2003, 03:41 AM: Message edited by: ukcuhp ]
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<font size="2" face="Verdana, Arial">The D1Z6 is just an older version of the D16Y8. The Y8 has a better intake maifold, too. The Y8 was in the 1996-’00 EX, the Z6 was in ’92-95’ EX and Si. It was less horsepower and torque, and ran OBDI, too (but is better for using a Hondata ECU). Both engines are SOHC VTEC.
Now, the D16Y7 is similar to the Y8, but it doesn't have VTEC, and it has a different intake manifold and exhaust manifold among other things. It's also about 20 hp less than the Y8.
[ 05-14-2003, 08:38 AM: Message edited by: hatched ]
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