91HATCH

does anyone know any sites that can show me how to do the wiring for a first gen b16 into a gen2 integra?

KoRE

i think g2ic.com has a write up

shaved93integra

if you go to g2ic.com and under teg tips then engiens then motor swaps that is where you need to go.

91HATCH

sorry but when i downloaded the file, it gave me chickenscratch...any other sites?

Armed Ferret

must be a big ****** chicken then.....

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1990-1993 ACURA INTEGRA VTEC ENGINE SWAP GUIDE
Compiled and Copyright Dan Platt

Generation 2 Acura Integras come with a decent powered 1.8L, 16 valve DOHC engine. However, in the fast moving pace of the import world and the aging stock B18A1 engines, many people are turning to swapping DOHC VTEC engines into their cars for more performance, including me. This is a brief editorial to guide you with compatibility and specifications of dropping in a VTEC motor into your G2.

1990-1991 Integra:

Engine: B18A1
Displacement: 1834cc
Compression Ratio: 9.2:1
Hp/Torque: 130hp@6000rpm/121lb-ft@5000rpm
Transmission: USDM S1, Y1(cable)

Recommended Swaps:

Engine: 1988-1991 JDM B16A
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000rpm
Transmission: JDM S1, J1, Y1, A1 (cable)

This is a non-OBD engine from 88-91 JDM vehicles (Integras, Civics). As you can plainly see, this motor has 30 more hp which is a considerable increase. Your torque takes a hit being 9lb-ft less that your B18a, but many people agree that the loss is worth it. Also, you get the high revving characteristics of a VTEC motor. This engine pretty much drops right in and is a great choice. This engine uses the non-OBD cream colored plugs (same as your current B18A1). Many first generation B16a engine packages can be purchased for $1000-$1500 depending on where you look. These motors from Japan will usually only have 40,000 miles or less on them. Everything on this motor is compatible. These are the only items of concern with this swap:

• Wiring harness-But the only difference between the two harnesses are the 3 wires for VTEC and the 2nd O2 sensor for the B16A harness. You can use your existing B18A harness, but these 4 wires need to be added (ECU pin-outs are on the last page of this editorial). Chances are is that the JDM harness is cut anyway, so you will end up using your B18A harness.
• Motor mounts-As long as this motor came from an Integra XSI, the mounts are the same. Otherwise you can use your existing B18A mounts
• Distributor-If this motor comes with a non-OBD VTEC distributor you are in good shape. It will bolt right up and plug into your existing cream plug harness. If not, you can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. Everything else with the distributors are the same (cap, rotor, igniter, coil)
• ECU-Although the harness sockets are the same for both non-OBD VTEC and non-VTEC ECU’s, you will need to use a non-OBD VTEC ECU for the VTEC motor (PR3, PW0).
• Transmission-This motor should have came with one of the above transmissions. All B-series cable transmissions are interchangeable. However, if it did not come with one, I do recommend that you get a short-geared JDM S1 or Y1 cable transmission to run with the B16A motor (better for VTEC). You can get a YS1 transmission, but you will need a 92-93 clutch assembly because the input shaft splines for the 90-91 transmissions are smaller in diameter than the 92-up transmissions.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve

Engine: 1992-up JDM B16A
Displacement: 1595cc
Compression Ratio: 10.4:1
Hp/Torque: 170hp@7800rpm/116lb-ft@7300
Transmission: Y21, S4C (hydraulic)

This is an OBD-1 engine from 92-up JDM Civics. It has 10hp and 4lb-ft of torque more than the Integra XSi B16A. This is obviously created by the higher compression ratio of this engine. However, this engine is an OBD-1 Engine so it takes a little more work to get it in, but not much. Because this engine is OBD-1, it comes with gray colored plugs on the harness which are not compatible with your 90-91 Teg, but we’ll touch on how to get around that in a bit. Another thing to consider is price. This engine is more expensive than the XSi Integra B16A. They usually run for about $1500-$2000, but I have seen them as high as $2500. Again, these motors come from Japan and will usually have 40,000 miles or less on them. These are the only items of concern with this swap:


• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The gray plug harness that comes with the OBD-1 B16A cannot be used, but can easily be sold for $100-$125 as they are in high demand. But usually most JDM harnesses are cut instead of unplugged (don’t ask me why they do this….speed I guess). So it may be useless.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-1 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-1 injectors have a different plug on them made for the gray OBD-1 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-1 VTEC ECU (P30). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-1 B16A perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1993-1995 USDM B16A2/3
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000
Transmission: Y21 (hydraulic)

This is an OBD-1 Engine from 93-95 Civic Del Sol DOHC VTEC. Performance is identical to that of the 90-91 JDM B16A. The difference being that this motor is OBD-1 instead of non-OBD. Also, because this motor is out of a Civic, there are some changes that need to be made. Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Price on this motor will vary as well. Sometimes you can find a deal for less than $1500, other times you may pay up to $2000 for one of these motors. Many people prefer to go with the 90-91 JDM B16A not only because it is non-OBD, but because of the lower mileage and cheaper price. Not only that, but the JDM B16A already comes with a short geared cable transmission to where this motor comes with a hydraulic transmission which will need to be swapped out or modified (hydraulic conversion). These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The gray plug harness that comes with the OBD-1 B16A cannot be used, but can easily be sold for $100-$125 as they are in high demand.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-1 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-1 injectors have a different plug on them made for the gray OBD-1 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-1 VTEC ECU (P30). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-1 B16A perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1999-2000 USDM B16A
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000
Transmission: S4C (hydraulic)

This is an OBD-2 B16A motor from the new USDM Civic Si. Now don’t think that because this motor is OBD-2 you can’t use it. This motor has the same performance as the 88-91 JDM B16a and the 93-95 USDM Del Sol VTEC. However, because it is from a newer car (99-up Si), they are hard to find, expensive, and overall I would suggest finding the 88-91 B16A or for a little bit more performance, use the 92 up JDM B16a. The only reason I included it on the list is if you found a good deal on one, it’s just as easy as putting an OBD-1 B16A in, and just a little more work than putting in a non-OBD B16A. OBD-2 really only changes a few things. Obviously the ECU is different. Also the injectors and distributor plugs are different than non-OBD and OBD-1. These issues are easily resolved which I will touch on later. But I would have to say your cheaper route would be the non-OBD 88-91 B16A. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The harness that comes with the OBD-2 B16A cannot be used, but may be sold. I don’t think they are high in demand though.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the black OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU. You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-2 B16A perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra.

Below are things that I recommend doing while your motor is out and before you drop your 99-00 B16A in:

• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter


Engine: 1997-up JDM B16B
Displacement: 1595cc
Compression Ratio: 10.8:1
Hp/Torque: 185hp@8200rpm/118lb-ft@7500
Transmission: S80 w/ LSD (hydraulic)

This is an OBD-2 B16B motor from the JDM Civic Type R which is the King of all 1.6L DOHC VTEC Engines. The B16B block is actually a B18C5 block (which is 7mm taller than the B16A block) with B16A crank and rods. It also boasts the mountainous peak PCT pistons (also known as CTR pistons) giving it the 10.8:1 compression ratio. As you can see, this motor has 25 more hp and 6lb-ft. of torque more than the USDM or early JDM B16A motors, and only 10hp less than the USDM B18C5 motor. The problem with this motor is the price. They run anywhere from $4000-$5000. If you ever find one cheaper, let me know and I’ll buy it. And to tell you the truth, for that kind of money I would rather put in a B18C5 ITR motor. Because these motors are so rare, you are almost guaranteed to get one with low mileage, if you can find one. The only reason I included it on the list is if you found a good deal on one, it’s just as easy as putting an OBD-1 B16A in, and just a little more work than putting in a non-OBD B16A. OBD-2 really only changes a few things. Obviously the ECU is different. Also the injectors and distributor plugs are different than non-OBD and OBD-1. These issues are easily resolved which I will touch on later. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and the second oxygen sensor. But unlike the XSi B16a, you’ll have to add one wire for the knock sensor as well. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The harness that comes with the OBD-2 B16A cannot be used. You can sell it, but usually JDM harnesses are cut, not unplugged making them useless.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic Type R motor mounts are different and cannot be used.
• Distributor-You can use your B18A1 distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the black OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU. You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-2 B16B perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission with LSD and shorter final drive than the US spec ITR transmission. This transmission either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money (but it may be worth it to have the LSD and the shorter final drive). Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or you can use the B186B clutch and flywheel. In fact, if you get the B16B flywheel with the engine, use that since it is 14lbs instead of 18lbs like the rest of the B-series flywheels. Lighter equals faster revving!!!
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch. If the B16B motor came with the flywheel and clutch, use those with either the hydraulic transmission with place racing converter or buy a YS1 short geared cable transmission.

Below are things that I recommend doing while your motor is out and before you drop your 97+ B16B in:

• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter


Engine: 1992-1993 USDM B17A1
Displacement: 1678cc
Compression Ratio: 9.7:1
Hp/Torque: 160hp@7600rpm/117lb-ft@7000
Transmission: YS1 (short geared cable)

This is an OBD-1 Engine from 92-93 Integra GSRs also known as the “black sheep” motor from Honda Motor Co. Performance is similar to that of the 90-91 JDM B16A only with slightly more torque (116lb-ft instead of 112lb-ft. This motor is actually uses the same block as the B16A motors, but has different crank and rods (longer stroke). Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Price on this motor will vary as well. Sometimes you can find a deal for less than $1500, other times you may pay up to $2500 for one of these motors. Many people prefer to go with the 90-91 JDM B16A not only because it is non-OBD, but because of the lower mileage and cheaper price. Because this motor is out of a G2 Integra, the swap is REALLY straightforward. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. You’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The gray plug harness that comes with the OBD-1 B16A cannot be used, but can easily be sold for $100-$125 as they are in high demand.
• Motor Mounts-You can use the B17A1 motor mounts or your existing B18A1 mounts. They are the same.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-1 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-1 injectors have a different plug on them made for the gray OBD-1 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-1 VTEC ECU (P61). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-1 B17A1 perfectly with your B18A1 harness.
• Clutch-You cannot use your 90-91 clutch with any 92-up B series transmission. So you will either have to use the B17A1 clutch/flywheel, or get a new clutch for a 92-93 Integra.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1994-1995 USDM B18C1
Displacement: 1797cc
Compression Ratio: 10.0:1
Hp/Torque: 170hp@7600rpm/128lb-ft@6200
Transmission: Y80 (hydraulic)

This is an OBD-1 engine from 94-95 Integra GSRs. This motor as you can see puts out slightly more hp than the XSi B16a, but the big difference here is the torque. This motor has 16ft-lbs. more torque. Which is pretty significant. This is the only Honda motor that has the “upside down” intake manifold. It also has secondary butterflies in the dual intake manifold runners. This is the reason for the early VTEC crossover point with this motor (4400rpm). If you are worried that the B16A is not going to have enough torque for your liking, this motor is a good solution. However, with the higher performance, you will pay a higher price. Price on this motor will vary as well. Sometimes you can find a deal for about $3000, other times you may pay up to $4000 for one of these motors. Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Many people prefer to go with the 90-91 JDM B16A not only because it is non-OBD (not as many issues when putting the motor in), but because of the cheaper price. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. You’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The gray plug harness that comes with the OBD-1 B18C1 cannot be used, but can easily be sold for $100-$125 as they are in high demand.
• Motor Mounts-Use your existing B18A1 mounts. They slightly different than the B18C1 mounts.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-1 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Intake Manifold-This is the biggest difference when using this motor. This is the only Honda motor that has the “upside down” intake manifold. It also has secondary butterflies in the dual intake manifold runners. What I recommend doing is getting rid of this manifold and TB entirely and getting the Skunk2 Intake Manifold (pre-modified to fit the P72 Head). ). Because you cannot use the P72 ECU that controls the secondaries in the intake manifold (that only the B18C1 has), this is the best solution. Then use an ITR TB or your LS TB (maybe bored out by RC Engineering). You can use an ITR Intake manifold but it needs to be modified to fit (by a machine shop),
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-1 injectors have a different plug on them made for the gray OBD-1 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-1 VTEC ECU (P72). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-1 B18C1 (with Skunk2 Intake Manifold) perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or if the B18C1 motor came with a clutch and flywheel, you can use those.
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch.

Below are things that I recommend doing while your motor is out and before you drop your B18C1 in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1996-up USDM B18C1
Displacement: 1797cc
Compression Ratio: 10.0:1
Hp/Torque: 170hp@7600rpm/128lb-ft@6200
Transmission: Y80 (hydraulic)

This is an OBD-2 engine from 96-up Integra GSRs. This motor is identical to that of the 94-95 GSR, just OBD-2 instead of OBD-1. Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Price on this motor will vary as well. Sometimes you can find a deal for about $3000, other times you may pay up to $4000 for one of these motors. Many people prefer to go with the 90-91 JDM B16A not only because it is non-OBD, but because of the lower mileage and cheaper price. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the B17A1 engine, you’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The black plug harness that comes with the OBD-2 B18C1 cannot be used, but can be sold for $100-$125.
• Motor Mounts-Use your existing B18A1 mounts. They slightly different than the B18C1 mounts.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Intake Manifold-This is the biggest difference when using this motor. This is the only Honda motor that has the “upside down” intake manifold. It also has secondary butterflies in the dual intake manifold runners. What I recommend doing is getting rid of this manifold and TB entirely and getting the Skunk2 Intake Manifold (pre-modified to fit the P72 Head). ). Because you cannot use the P72 ECU that controls the secondaries in the intake manifold (that only the B18C1 has), this is the best solution. Then use an ITR TB or your LS TB (maybe bored out by RC Engineering). You can use an ITR Intake manifold but it needs to be modified to fit (by a machine shop). Another reason for using the ITR or Skunk2 Intake manifold is for the Intake piping. You can use your stock or 90-91 after market (AEM, Injen, Akimoto, etc.) and it will fit perfectly. If you use the B18C1 manifold, you have to have intake piping custom made to fit. I have heard of people using the B18C1 manifold, but they had the butterflies welded open or something to that effect. Doesn’t sound like a good idea.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the b1ack OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU (P72). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-2 B18C1 (with Skunk2 Intake Manifold) perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or if the B18C1 motor came with a clutch and flywheel, you can use those.
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch.

Below are things that I recommend doing while your motor is out and before you drop your B18C1 in:

• Replace the water pump & thermostat (depending on miles)
• Replace the timing belt and timing belt tensioner (depending on miles)
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1996-up JDM B18C
Displacement: 1797cc
Compression Ratio: 10.6:1
Hp/Torque: 180hp@7600rpm/129lb-ft@6200
Transmission: Y80, S80 (hydraulic/optional LSD)

This is an OBD-2 engine from JDM 96-up Integra SiR. Although harder to find and usually a bit more expensive, this motor has more power than the USDM B18C1 because of different pistons which yield a 10.6:1 compression ratio instead of 10.0:1. Mileage on this motor will be 40,000 miles or less because it is a JDM Spec motor. Price on this motor will vary as well. Sometimes you can find a deal for about $3000, other times you may pay up to $4000 for one of these motors. Many people prefer to go with the 90-91 JDM B16A not only because it is non-OBD, but because of the cheaper price. In order to do this swap, this is what you’ll need to do:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the USDM B18C1, you’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The black plug harness that comes with the OBD-2 B18C cannot be used and usually, JDM harness are cut…not unplugged so you can’t sell it either.
• Motor Mounts-Use your existing B18A1 mounts. They slightly different than the B18C mounts.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. You can most likely sell your OBD-2 VTEC distributor.
• Intake Manifold-This is the biggest difference when using this motor. This is the only Honda motor that has the “upside down” intake manifold. It also has secondary butterflies in the dual intake manifold runners. What I recommend doing is getting rid of this manifold and TB entirely and getting the Skunk2 Intake Manifold (pre-modified to fit the P72 Head). ). Because you cannot use the P72 ECU that controls the secondaries in the intake manifold (that only the B18C has), this is the best solution. Then use an ITR TB or your LS TB (maybe bored out by RC Engineering). You can use an ITR Intake manifold but it needs to be modified to fit (by a machine shop). Another reason for using the ITR or Skunk2 Intake manifold is for the Intake piping. You can use your stock or 90-91 after market (AEM, Injen, Akimoto, etc.) and it will fit perfectly. If you use the B18C manifold, you have to have intake piping custom made to fit. I have heard of people using the B18C manifold, but they had the butterflies welded open or something to that effect. Doesn’t sound like a good idea.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the b1ack OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU (P72). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). Either one of those ECU’s will run the OBD-2 B18C (with Skunk2 Intake Manifold) perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or if the B18C motor came with a clutch and flywheel, you can use those.
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch.

Below are things that I recommend doing while your motor is out and before you drop your B18C in:

• Replace the water pump & thermostat (depending on miles)
• Replace the timing belt and timing belt tensioner (depending on miles)
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve



Engine: 1997-up USDM B18C5
Displacement: 1797cc
Compression Ratio: 10.6:1
Hp/Torque: 195hp@8000rpm/130lb-ft@7500rpm
Transmission: S80 w/ LSD (hydraulic)

This is an OBD-2 engine from 97-up Integra Type Rs. This motor is TOP DOG of all 1.8 Liter Honda motors (with exception of the JDM B18C5). With almost 200hp and more torque than your stock B18A1, this motor will make your car feel like a totally different monster. But with the performance comes a price tag. Price on this motor will vary as well. Sometimes you can find a deal for about $4500, other times you may pay up to $5500 for one of these motors. This is not a swap for people that are trying to do an inexpensive swap. If you are doing this swap, you know EXACTLY what you are buying. Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the B17A1 engine, you’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The black plug harness that comes with the OBD-2 B18C5 cannot be used, but can be sold for $100-$125.
• Motor Mounts-Use your existing B18A1 mounts. They are slightly different than the B18C5 mounts.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the b1ack OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU (P73). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). But you may want to consider getting an after market chip to up the VTEC x-over and redline to Integra Type R Specs.
• Transmission- This engine also comes equipped with a hydraulic transmission with LSD, which either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money (but it may be worth it to have the LSD). Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or you can use the B18C5 clutch and flywheel. In fact, if you get the B18C5 flywheel with the engine, use that since it is 14lbs instead of 18lbs like the rest of the B-series flywheels. Lighter equals faster revving!!!
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch. If the B18C5 motor came with the flywheel and clutch, use those with either the hydraulic transmission with place racing converter or buy a YS1 short geared cable transmission.

Below are things that I recommend doing while your motor is out and before you drop your B18C5 in:

• Replace the water pump & thermostat (depending on miles)
• Replace the timing belt and timing belt tensioner (depending on miles)
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve



Engine: 1995-up JDM B18C-R
Displacement: 1797cc
Compression Ratio: 11.0:1
Hp/Torque: 200hp@8000rpm/135lb-ft@7500rpm
Transmission: S80 w/ LSD (hydraulic)

This is an OBD-2 engine from JDM 95-up Integra Type Rs. This motor is identical to the USMD B18C5 with exception to the pistons which have a larger dome, yielding an 11.0:1 compression. With 200hp and more torque than your stock B18A1, this motor will make your car feel like a totally different monster. But with the performance comes a price tag. Price on this motor will vary as well. Sometimes you can find a deal for about $4500, other times you may pay up to $5500 for one of these motors. This is not a swap for people that are trying to do an inexpensive swap. If you are doing this swap, you know EXACTLY what you are buying. Mileage on this motor will be 40,000 miles or less because it is a JDM Spec motor. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the B17A1 engine, you’ll have to add the 3 wires for VTEC, knock sensor wire, and the second oxygen sensor. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The black plug harness that comes with the OBD-2 B18C5 cannot be used, but can be sold for $100-$125.
• Motor Mounts-Use your existing B18A1 mounts. They are slightly different than the B18C5 mounts.
• Distributor-You can use your B18A distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy a non-OBD VTEC distributor (PR3). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing non-OBD B18A1 injectors. The OBD-2 injectors have a different plug on them made for the b1ack OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU (P73). You cannot use this ECU with your harness that is inside your vehicle (non-OBD). So sell it and buy a non-OBD VTEC ECU (PR3, PWO). But you may want to consider getting an after market chip to up the VTEC x-over and redline to Integra Type R Specs.
• Transmission- This engine also comes equipped with a hydraulic transmission with LSD and shorter final drive than the US spec ITR transmission. This transmission either needs to be swapped out for a short geared cable transmission (J1, S1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money (but it may be worth it to have the LSD and the shorter final drive). Again you can buy a YS1 short geared transmission, but you will need a clutch assembly from a 92-93 Integra or you can use the B18C5 clutch and flywheel. In fact, if you get the B18C5 flywheel with the engine, use that since it is 14lbs instead of 18lbs like the rest of the B-series flywheels. Lighter equals faster revving!!!
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch. If the B18C5 motor came with the flywheel and clutch, use those with either the hydraulic transmission with place racing converter or buy a YS1 short geared cable transmission.

Below are things that I recommend doing while your motor is out and before you drop your B18C5 in:

• Replace the water pump & thermostat (depending on miles)
• Replace the timing belt and timing belt tensioner (depending on miles)
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve





1992-1993 Integra:

Engine: B18A1
Displacement: 1834cc
Compression Ratio: 9.2:1
Hp/Torque: 140hp@6000rpm/121lb-ft@5000rpm
Transmission: USDM YS1 (cable)

Recommended Swaps:

Engine: 1988-1991 JDM B16A
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000rpm
Transmission: JDM S1, J1, Y1, A1 (cable)

This is a non-OBD engine from 88-91 JDM vehicles (Integras, Civics). As you can plainly see, this motor has 30 more hp which is a considerable increase. Your torque takes a hit being 9lb-ft less that your B18a, but many people agree that the loss is worth it. Also, you get the high revving characteristics of a VTEC motor. This engine pretty much drops right in and is a great choice. This engine uses the non-OBD cream colored plugs unlike your OBD-1 B18A (gray plugs), so there are some issues we’ll come to later. Many first generation B16a engine packages can be purchased for $1000-$1500 depending on where you look. These motors from Japan will usually only have 40,000 miles or less on them. Everything on this motor is compatible. These are the only items of concern with this swap:

• Wiring harness-The non-OBD B16A harness has the cream colored plugs, which will not work with your OBD-1 gray plug car. So you will need to use your gray plug harness from your B18A1 or buy an OBD-1 (gray plug) VTEC harness (92-95 B17A, Del Sol B16A, B18C1). Any one of these harnesses will plug into everything on the motor except for the distributor and injectors. If you use your B18A1 harness, you will need to add the 3 wires for VTEC, and another wire for the knock sensor.
• Motor mounts-As long as this motor came from an Integra XSI, the mounts are the same. Otherwise you can use your existing B18A mounts
• Distributor- You cannot use the non-OBD B16A distributor. Instead you will have to buy an OBD-1 VTEC distributor (92-95 B17A, Del Sol B16A, B18C1). These cost anywhere from $150-$250. You can use your OBD-1 B18A1 distributor, but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate.
• Injectors-You cannot use the non-OBD injectors because they use the cream colored plugs. You will need to swap over your existing OBD-1 B18A1 injectors to use with your gray plug OBD-1 harness.
• ECU-Usually a PR3 or PW0 ECU is included with this motor package. Again, you cannot use the non-OBD ECU’s. Instead you will need to buy an OBD-1 VTEC ECU (P28, P30, P61, P72). Any of these ECU’s will plug right into your car and run the B16A perfectly.
• Transmission-All B-series cable transmissions are interchangeable. However, I do recommend that you get a short-geared JDM YS1 or G2 GSR YS1 cable transmission to run with the B16A motor (better for VTEC). You can use the short geared S1 or Y1 cable transmission that is usually included with these motors, but you will need to use a 90-91 clutch assembly because the input shaft splines for the 90-91 transmissions are smaller in diameter than the 92-up transmissions.
• Clutch-Depending on what transmission you use will determine what clutch you use. If you use an 92-93 transmission, you can either use your existing or a new 92-93 clutch. If you use a 88-91 transmission, you will need to use a 90-91 Integra clutch.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve



Engine: 1992-up JDM B16A
Displacement: 1595cc
Compression Ratio: 10.4:1
Hp/Torque: 170hp@7800rpm/116lb-ft@7300
Transmission: Y21, S4C (hydraulic)

This is an OBD-1 engine from 92-up JDM Civics. It has 10hp and 4lb-ft of torque more than the Integra XSi B16A. This is obviously created by the higher compression ratio of this engine. Because this engine is OBD-1, it will drop right into your Teg with very little modification. But something to consider is price. This engine is more expensive than the XSi Integra B16A. They usually run for about $1500-$2000, but I have seen them as high as $2500. Again, these motors come from Japan and will usually have 40,000 miles or less on them. These are the only items of concern with this swap:


• Wiring Harness-You can use the gray plug harness that came with the B16A, But usually most JDM harnesses are cut instead of unplugged (don’t ask me why they do this….speed I guess). If this is the case you can use your existing B18A1 gray plug wiring harness. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and 1 wire for the knock sensor.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• ECU-Although the harness sockets are the same for both OBD-1 VTEC and non-VTEC ECU’s, you will need to use an OBD-1 VTEC ECU for the VTEC motor (P28, P30, P61, P72). This motor usually comes with a P30 ECU which will work perfectly.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (JDM YS1, G2 GSR YS1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. You can use your LS YS1 transmission with this swap, but I recommend going with a shorter geared transmission with VTEC motors. You can also use a JDM S1 or Y1 transmission, but you will need to use a 90-91 Integra clutch assembly because the splines on the input shafts are different sizes.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1993-1995 USDM B16A2/3
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000
Transmission: Y21 (hydraulic)

This is an OBD-1 Engine from 93-95 Civic Del Sol DOHC VTEC. Performance is identical to that of the 90-91 JDM B16A. The difference being that this motor is OBD-1 instead of non-OBD which makes it an easier swap. Also, because this motor is out of a Civic, there are some changes that need to be made. Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Price on this motor will vary as well. Sometimes you can find a deal for less than $1500, other times you may pay up to $2000 for one of these motors. Many people prefer to go with the 90-91 JDM B16A because of the (usually) lower mileage and cheaper price. Not only that, but the JDM B16A already comes with a short geared cable transmission to where this motor comes with a hydraulic transmission which will need to be swapped out or modified (hydraulic conversion). These are the only items of concern with this swap:

• Wiring Harness-You can use the gray plug harness that came with this B16A unless one wasn’t included. If this is the case you can use your existing B18A1 gray plug wiring harness. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and 1 wire for the knock sensor.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• ECU-Although the harness sockets are the same for both OBD-1 VTEC and non-VTEC ECU’s, you will need to use an OBD-1 VTEC ECU for the VTEC motor (P28, P30, P61, P72). This motor usually comes with a P30 ECU, which will work perfectly.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (JDM YS1, G2 GSR YS1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. You can use your LS YS1 transmission with this swap, but I recommend going with a shorter geared transmission with VTEC motors. You can also use a JDM S1 or Y1 transmission, but you will need to use a 90-91 Integra clutch assembly because the splines on the input shafts are different sizes.

Below are things that I recommend doing while your motor is out and before you drop your B16A in:

• Replace the water pump & thermostat
• Replace the timing belt and timing belt tensioner
• Replace Cap, Rotor, and Spark plugs
• Adjust valves
• Replace cam end plug
• Replace valve cover gasket and spark plug seals
• Replace fuel filter
• Replace PCV valve


Engine: 1999-2000 USDM B16A
Displacement: 1595cc
Compression Ratio: 10.2:1
Hp/Torque: 160hp@7600rpm/112lb-ft@7000
Transmission: S4C (hydraulic)

This is an OBD-2 B16A motor from the new USDM Civic Si. Now don’t think that because this motor is OBD-2 you can’t use it. This motor has the same performance as the 88-91 JDM B16a and the 93-95 USDM Del Sol VTEC. However, because it is from a newer car (99-up Si), they are hard to find, expensive, and overall I would suggest finding the 88-91 B16A or for a little bit more performance, use the 92 up JDM B16a. The only reason I included it on the list is if you found a good deal on one, it’s just as easy as putting an non-OBD B16A in, and just a little more work than putting in an OBD-1 B16A. OBD-2 really only changes a few things. Obviously the ECU is different. Also the injectors and distributor plugs are different than non-OBD and OBD-1. These issues are easily resolved which I will touch on later. But I would have to say your cheaper route would be the non-OBD 88-91 B16A or any OBD-1 B16a. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 gray plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and 1 wire for the knock sensor. The harness that comes with the OBD-2 B16A cannot be used, but may be sold. I don’t think they are high in demand though.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic motor mounts are different and cannot be used.
• Distributor-You can use your B18A1 distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy an OBD-1 VTEC distributor (92-95 B17A, Del Sol B16A, B18C1). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing OBD-1 B18A1 injectors. The OBD-2 injectors have a different plug on them made for the black OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU. You cannot use this ECU with your harness that is inside your vehicle (OBD-1). So sell it and buy an OBD-1 VTEC ECU (P28, P30, P61, P72). Any of those ECU’s will run the OBD-2 B16A perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission, which either needs to be swapped out for a short geared cable transmission (JDM YS1, G2 GSR YS1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money. You can use your LS YS1 transmission with this swap, but I recommend going with a shorter geared transmission with VTEC motors. You can also use a JDM S1 or Y1 transmission, but you will need to use a 90-91 Integra clutch assembly because the splines on the input shafts are different sizes.

Below are things that I recommend doing while your motor is out and before you drop your 99-00 B16A in:

• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter


Engine: 1997-up JDM B16B
Displacement: 1595cc
Compression Ratio: 10.8:1
Hp/Torque: 185hp@8200rpm/118lb-ft@7500
Transmission: S80 w/ LSD (hydraulic)

This is an OBD-2 B16B motor from the JDM Civic Type R which is the King of all 1.6L DOHC VTEC Engines. The B16B block is actually a B18C5 block (which is 7mm taller than the B16A block) with B16A crank and rods. It also boasts the mountainous peak PCT pistons (also known as CTR pistons) giving it the 10.8:1 compression ratio. As you can see, this motor has 25 more hp and 6lb-ft. of torque more than the USDM or early JDM B16A motors, and only 10hp less than the USDM B18C5 motor. The problem with this motor is the price. They run anywhere from $4000-$5000. If you ever find one cheaper, let me know and I’ll buy it. And to tell you the truth, for that kind of money I would rather put in a B18C5 ITR motor. Because these motors are so rare, you are almost guaranteed to get one with low mileage, if you can find one. The only reason I included it on the list is if you found a good deal on one, it’s just as easy as putting a non-OBD B16A in, and just a little more work than putting in an OBD-1 B16A. OBD-2 really only changes a few things. Obviously the ECU is different. Also the injectors and distributor plugs are different than non-OBD and OBD-1. These issues are easily resolved which I will touch on later. These are the only items of concern with this swap:

• Wiring Harness-You will need to use your existing B18A1 cream plug wiring harness. It will plug into everything on the motor except for the distributor and injectors. And just like the XSi B16a, you’ll have to add the 3 wires for VTEC and the second oxygen sensor. But unlike the XSi B16a, you’ll have to add one wire for the knock sensor as well. Also, the temperature switch on this motor is located on the thermostat housing unlike your B18A1 which is located on the back side of the block, so you will have to cut and extend the two wire plug to reach the thermostat housing. But this is fairly easy. The harness that comes with the OBD-2 B16A cannot be used. You can sell it, but usually JDM harnesses are cut, not unplugged making them useless.
• Motor Mounts-Use your existing B18A1 motor mounts and you’ll have no problems. The Civic Type R motor mounts are different and cannot be used.
• Distributor-You can use your B18A1 distributor but the leg towards the front of the car has to be cut off to allow clearance for the VTEC purge assembly. You will only have two bolts holding your distributor, but that is adequate. You can do this or your other choice is to buy an OBD-1 VTEC distributor (92-95 B17A, Del Sol B16A, B18C1). You can find them on the net for as little as $100, but most are priced at about $150. The OBD-2 Distributor that came with the motor cannot be used but can be sold for $150-$200.
• Injectors-You will need to use your existing OBD-1 B18A1 injectors. The OBD-2 injectors have a different plug on them made for the black OBD-2 harness. Other than that, the injectors are identical.
• ECU-This motor will come with an OBD-2 VTEC ECU. You cannot use this ECU with your harness that is inside your vehicle (OBD-1). So sell it and buy an OBD-1 VTEC ECU (P28, P30, P61, P72). Any of those ECU’s will run the OBD-2 B16B perfectly with your B18A1 harness.
• Transmission- This engine also comes equipped with a hydraulic transmission with LSD and shorter final drive than the US spec ITR transmission. This transmission either needs to be swapped out for a short geared cable transmission (JDM YS1, G2 GSR YS1) or I believe Place Racing makes a hydraulic to cable converter that you can use. But then you are talking about more money (but it may be worth it to have the LSD and the shorter final drive). Again you can buy an S1 short geared transmission, but you will need a clutch assembly from a 90-91Integra. If you get the B16B flywheel with the engine, use that with the JDM YS1 or G2 GSR YS1 since it is 14lbs instead of 18lbs like the rest of the B-series flywheels. Lighter equals faster revving!!!
• Clutch-Depending on what transmission you go with (90-91 or 92-up cable transmissions) will determine what clutch you should get. If you get a 91 or older cable transmission you will need a 90-91 Integra clutch assembly. If you go with the 92 up YS1 Cable transmission, you will need a 92 up Integra clutch assembly. Use the matching flywheel with the same clutch. If the B16B motor came with the flywheel and clutch, use those with either the hydraulic transmission with place racing converter or buy a YS1 short geared cable transmission.

Below are things that I recommend doing while your motor is out and before you drop your 97+ B16B in:

• Adjust valves
• Replace valve cover gasket and spark plug seals
• Replace fuel filter


Engine: 1992-1993 USDM B17A1
Displacement: 1678cc
Compression Ratio: 9.7:1
Hp/Torque: 160hp@7600rpm/117lb-ft@7000
Transmission: YS1 (short geared cable)

This is an OBD-1 Engine from 92-93 Integra GSRs also known as the “black sheep” motor from Honda Motor Co. Performance is similar to that of the 90-91 JDM B16A only with slightly more torque (116lb-ft instead of 112lb-ft. This motor is actually uses the same block as the B16A motors, but has different crank and rods (longer stroke). Mileage on this motor will vary, because it is a US Spec motor and we don’t have to pull our motors at 40,000 miles. Price on this motor will vary as well. Sometimes you can find a deal for less than $1500, other times you may pay up to $2500 for one of these motors. Many people prefer to go with the 90-91 JDM B16A not only because of the lower mil


[Modified by SlowRedTeg, 7:42 PM

91HATCH

thanks for the information...but it didn't really help with the wiring issue....anyone with detail description...pin number at ecu to be added, any pins that need to be swaped?

Armed Ferret

EVERYTHING YOU NEED IS MENTIONED ABOVE.


if you simply aren't willing to read through it, then just say so.........but you'll need to be more specific i.e. what year your car is. if you're trying to put it in a 92-93 integra, you'll need a chipped p28 or a 92-93 gsr ecu. if it's a 90-91 integra, you'll be pretty much plug and play just gotta add a couple wires (ALL EXPLAINED IN THE ARTICLE) for the vtec solenoid and such.

edit: here's the link for the ecu pin-outs spreadsheet (microsoft excel)

http://www.g2ic.com/tegtips/engine/ECU_Pin_Outs.xls


[Modified by SlowRedTeg, 9:44 PM 3/2/2003]

Onefastteg

you might call me stupid but i think that my pr4 ecu chiped and a vtec controller work alot better than the pw0 ecu in my b16a1 g2 teg so i sold the pw0 and am using the pr4 and a pyr chip to raise rev limit and a jdm spec r vtec controller i don't even have the vtec oil pres sensor hooked up the only thing hooke up is the vtec solenoid and turbo is in the works 10 psi on stock internals just head work pssssssssssssssssssss pssstttttt! peace

Armed Ferret

onefastteg = onelongasssentence


what, pray tell, is a "JDM Spec R VTEC Controller"?? i've never heard of an OEM honda with such an item......elaborate?

91HATCH

its a 90 91 integra....what are the pins that i need to add to or swap at the ecu for a jdm b16a first gen?

KoRE

It's a vtec controller pretty much like a fields Vtec controller.... someone has em for sale in the classifieds...

They aren't OEM .... lol for your sarcastic tone hehe



[Modified by KoRE, 1:52 AM 3/4/2003]

Armed Ferret

download the microsoft excel spreadsheet, it'll tell you exactly what you need.

VTEC Spool Solenoid valve = A8 (empty on your plugs)
VTEC Pressure Switch = B5 (empty on your plugs)
Knock Sensor = B19 (P/S Oil press. switch on your plugs = switch this to C9*)
O2 Sensor = C8 (empty on your plugs)


* = C9 on your plugs is listed as PA sensor; I don't see it listed in the non-OBD VTEC ecu pin-outs so unless anyone says otherwise I doubt it's needed.

And YOU'RE WELCOME for my having done the work for you. lazy ****.

jaswant6666

try hondata or hasport .com