Originally Posted by EK9-Stealth

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 2kgs-R &raquo;</TD></TR><TR><TD CLASS="quote">wow this thread is still alive!!!

I'm glad my research has helped/continues to help the honda community.

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yep, this thread is alive fo sho!! haha. good write up.... i've heard of ppl gettin by with a jdm header, and doing the CFK trick.. i guess it all depends on the ref?

Originally Posted by 2kgs-R

Okay well the story starts out like this, a couple of months ago I decided to buy a jdm 96 spec b18c type r motor. I had the help from a friend install the motor with in a week. The car felt great with this new motor swapped in, there was a significant increase in low to mid range torque which I love. (b18c1 lacked torque!)

Fast forward 2 months later, I got pulled over on 280, cop asks if I have any other mods to my car other than exhaust, and I said no. He tells me to pop my hood and notices my dc jdm 4-1 header with out a carb number. The cop got pissed and wrote me up for speeding and my header. (btw I was doing approx. 75 at 1am with not a car in sight, wasn't even in a hurry).


Ok well I did alot of research on if its possible to make a jdm type r motor legal, I couldn't find many people who have gotten their jdm R swap bar'd but many b16/b18c gsr's bar'd. So I figured if it could be done with a gsr motor why not a type r? below is a list of parts that'll be required to make a jdm type r swap legal into a integra chassis.

1. stock header

2. stock cat. (this will work better than an after market unit, plus you'll probably need the extra cat. material to make up for higher compression.)

3. usdm intake manifold (jdm doesn't have purge solenoid nipple)

4. purge solenoid

5. usdm type r ecu ( since my car is a 2k year model I needed a 2k year model ecu, which is obdIIb also I had to get my key programmed to this usdm ecu sine there is an immobilizer)

6. usdm obdII oil pump (the one with mounting brackets for the CKF [crank fluctuation sensor])

7. CKF sensor

8. usdm crank gear ( the jdm one has the key welded to the gear)

9. usdm obdII lower timing belt cover.

10. usdm vtec solenoid (the whole unit which mounts to the head with the 3 10mm screws, the jdm unit doesn't have an oil pressure sensor)

11. crank gear key

12. not a part but I was told that the jdm throttle body is different compared to the usdm throttle body. One major difference is that theres a thin semi long nipple sticking out at the top of the throttle body, I just broke mine off. Now it looks like a usdm model and I passed with it too.

here are some pictures to help you understand which parts I'm refering to in the list above.

Here is the intake manifold, the one on the right is a usdm spec model, the differene is the nipple next to the brake booster.


heres another picture of the usdm spec intake manifold, this is a close up of the nipple thats needed for the evap purge solenoid.


heres what the evap purge solenoid looks like Oh yeah you must use black hoses, I failed the first time because my hoses were clear


this is the jdm thorttle body which I passed with, you can see traces of broken or bent metal if you look closely, the nipple that was there on top of the throttle body I just bent off


This is a usdm obdII oil pump with CKF sensor on it, this is a must if your going to run an usdm ecu


heres the two crank gears, notice one has teeth so the CKF sensor can read the crank fluctuation helps prevent detonation better


heres the jdm crank gear, notice the key is welded to the gear, you'll need a new key


here you can see the difference between usdm and jdm lower timing belt covers, I think the jdm is equivalent to an obdI lower timing belt cover. The jdm unit is on the left


This is a jdm vtec solenoid unit, the top and lower portion. The usdm one has a sensor for the oil pressure, it looks green.


This is the end result of all the hard work