4g4dcruisin

Yea, for sure no JDM ecu's. Things are being made pretty hard to BAR some of these things. Good luck finding a USDM OBD2 b18C ecu.

BiG ChOr!Zo

iTrader: (1)

kinda off topic but do you know of a hook up that sells gm synchromesh...im thinking about running some in the new tranny instead of the oem honda mtf since i hear good stuff about it...!!!

4g4dcruisin

What do you mean hook it up? Just drain and add.

BiG ChOr!Zo

iTrader: (1)

i meant someone that sells it for cheap at cost instead of the $15+ a quart...!!!

4g4dcruisin

ohh my bad, i read it as "how to hook up" for some reason.

chubbykai

how bout trying motul? its roughly 15 bucks per quart too

dcraige

I got some syncromesh at Vatozone for $7 a quart 3 weeks ago.

BiG ChOr!Zo

iTrader: (1)

was it the actual gm synchromesh or some other made brand...i did some research on google and read that not all synchromesh fluids are the same...!!!

ed4_civic

your insurance is slightly higher cause you have a commercial drivers license FYI the insurance company figures you will spend more time on the road. So more likely to wreck.....

BiG ChOr!Zo

iTrader: (1)

don't see why that would affect my rate if i don't drive a truck for a living...not to mention AAA knows my real place of employment and occupation which doesn't have anything to do with driving a truck...!!!

ed4_civic

I don't see how it makes sense either, but I know it to be fact. They also go by where you park your car primarily, depending on the neighborhood and the crime, crashes, etc, it can make your rate even higher. It's sad because it just shows you everyone is a statistic when it comes to any kind of insurance. They don't care if you can drive, they place you into a risk category and there you stay

EF-Devotion

you can't bar a JDM motor. ONLY USDM. After you get USDM motor bar you can switch it out to a replacement JDM motor. i.e. (bar a b18c1 in the ef then switch it to the B18c as a replacemnt) thats the only way to go.

dcraige

Pennzoil synchromesh. Yellow bottle.

bgdriver

HAHA USDM EF.......awesome.....LOL

BiG ChOr!Zo

iTrader: (1)

that baseless claim has already been discussed...either provide some knowledgeable proof or quit spitting non-sense...!!!

Ldo

People with no direct experience in BARing a swap should not post what is legal or not legal in this thread. This is the reason why this type of thread always ended up with 10 pages of responses with useless misinformation. Then we have people taking those baseless information and spread them around like wildfire, causing panic. Then we have those who don't even own a car in CA to put in their "facts."

If you want to BAR your swap, get to a ref station near you and ask the questions yourself. There are hundreds of ref stations in the state of CA, you can always go to different ones to find out who is willing to work with you. Do a little research on your own so you don't have anyone else to blame later on.

4g4dcruisin

False, call the REF for yourself.
Fine....ED...happy? Still doesnt change my overlal point.
Take your own advice and read some of my later posts in this thread. You will see that i contacted a local REF, here in socal. He laid out everything pretty simple and admitted there was no documentation stating EXACTLY what is legal or not. Just as long as the swap meets EPA standards, you're fine.

obd0 and obd1 stuff you can swap in all day long, just use USDM emissions/sensors AND catalytic converter.

obd2 stuff is a little harder, and in some cases (b18 97-01 integra into a 94-96), the swap would just be REF'd as an obd1 setup.

Ldo

My statement about "doing research yourself" was not intended toward you, but general to whoever wants to have it done and shouldn't just solely rely on information from the internet. But whatever.

I have to disagree with OBD2 stuff being REF'd as an OBD1 setup, that's not going to happen since you are downgrading to lower OBD. That's not to say that OBD2 can't be BAR'd in EF's, it's a lot more wiring and even hardware changes to go to OBD2. The cost will be too much that I don't think it's even worthwhile.

agito323

Honda B engine
This page has some issues
Honda B engine
Overview
Manufacturer Honda
Production 1989–2001
Combustion chamber
Configuration DOHC inline four
Chronology
Successor Honda K engine
The B-series are a family of inline four-cylinder DOHC automotive engines introduced by Honda in 1989. Sold concurrently with the D-series which were primarily SOHC engines designed for more economical applications, the B-series were aimed more as a performance option, featuring dual-overhead cams along with the first application of Honda's VTEC system available in some models. The B-series, and the B20B variant is not to be confused with the earlier Honda B20A engine introduced in 1985 and primarily available in the Prelude and Accord-derived vehicles from 1985-1991. While sharing some design elements and both being multivalve Honda four-cylinders, the B-series and B20A differ substantially in architecture, enough to be considered distinct engine families.

They were made in 1.6-, 1.7-, 1.8-, and 2.0-liter variants, with and without VTEC (Variable Valve Timing and Lift Electronic Control). Later models have minor upgrades including modifications to the intake valves and ports and piston tops, along with individual cylinder oil injectors (B18C models). They produce between 130 hp (97 kW) and 200 hp (149 kW), with some models capable of a redline over 8,500 rpm.

Although it has so many variations, the basic design differs very little among the B-Series. There are actually two short blocks which are used for the entire series. The main difference between them was the deck height. The one used for B16 and B17 engines (except for B16B) has a deck height of 203.9mm while the short block used for B16B, B18 and B20 engines has a deck height of 212mm.[1]

The Honda B16 has appeared in six different forms over the years. To identify any B-series engine, the letter B is normally followed by two numbers- which designates the displacement of the engine-another letter and in the case of US-spec engines, a final number. The Japanese spec-engines are normally designated with a four-digit alphanumerical designation.[2] The Honda B-series was replaced by the K-series in Civic, Integra, and CR-V applications.

B16Edit

B16A SIR-I (First Generation)
The first VTEC engine.

B16A found in:
1989-1993 Honda Integra XSi
1989-1991 Honda CRX SiR (EF8)
1989-1991 Honda Civic SiR (EF9)
Displacement: 1,595 cc (97.3 cu in) 1.6-litre
Compression: 10.2:1
Bore: 81.0 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod Length: 134 mm (5.3 in)
Rod/stroke ratio: 1.745
Power: 160 PS (118 kW; 158 hp) @ 7,600 rpm & 15.5 kg·m (152 N·m; 112 lb·ft) @ 4000 rpm
Redline: 8200rpm
Transmission: S1/J1/YS1 (4.4 final drive, cable clutch, optional LSD for YS1), Y1 (4.266 final drive, cable clutch, optional LSD)
ECU code: P-fk1 (DA6/DA8/EF8), PW0 (EF8/EF9/DA6), PR3 (EF8/EF9) OBD0
JDM B16A SIR-II (Second Generation)
Found in:
1992–1993 JDM Honda Integra "XSi" (DA6)
1991–1994 JDM Honda Civic Sir/SiRII (EG6)
1991–1993 JDM Honda Civic Ferio SiR (EG9)
1992–1995 JDM Honda CR-X del Sol SiR (EG2)
1996–1998 JDM Honda Civic Sir/SiRII (EK4)
1995–1998 JDM Honda Civic Ferio Si (EK4)
Displacement: 1,595 cc (97.3 cu in) 1.6-liter
Compression: 10.6:1
Bore: 81.0 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod Length: 134 mm (5.3 in)
Rod/stroke ratio: 1.745
Power: MT: 170 PS (125 kW; 168 hp) @ 8400 rpm & 16.0 kg·m (157 N·m; 116 lb·ft) @ 7200 rpm
VTEC engagement: 5500 rpm
Redline: 8200 rpm (AT: 7900 rpm )
Transmission: YS1/S4C/Y21/S21 (4.4 final drive, optional LSD)
ECU code: P30 (EG2/EG6/EG8/EG9), PR3 (DA6)
OBD1
B16B (Type R)
VTEC
Found in:
1997–2000 JDM Civic Type R [EK9] JDM
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm (3.0 in)
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.6 in)
Power: 185 hp (138 kW) @ 8200 rpm & 118 lb·ft (160 N·m) @ 7500 rpm
Redline: 8500 rpm
Rev-limit: 9000 rpm
Transmission:S4C With Helical LSD (4.4 final drive, dual-synchromesh on 2nd, 3rd and 4th gears)
VTEC engagement 6200 rpm
ECU code: PCT
ECU Socket Type: OBD-2A (1996-1998 models) / OBD-2B (1999-2000 models)
Note: This engine uses the same block as the '96 Spec JDM B18C Integra Type R, which is taller than the B16A block (by approx 17 mm), but with a crank the same stroke as the B16A. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16.[3]
B16A1
VTEC
Found in:
European Market Civic'1.6 DOHC VTEC(EE9)
European Market CRX'1.6 DOHC VTEC (EE8)
Displacement: 1.6-liter (1595)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 150 hp (112 kW) @ 7600 rpm
Torque: 111 lb·ft (150 N·m) @ 7100 rpm
Redline: 8100 rpm
VTEC engagement @ 5200 rpm
Transmission: Y2
OBD0
ECU CODE: PWO
B16A2
VTEC
Found in:

1992-1995 Honda Civic VTi EDM (EG9)
1992-1997 Honda Del Sol VTi EDM (EG2)
1993-1995 Honda Civic Si EDM (EG6)
1996-2000 Honda Civic VTi EDM (EK4)
1999–2000 Honda Civic Si USDM (EM1)
1996-1997 Honda Del Sol USDM "VTEC" (EG2)
1999–2000 Honda Civic SiR CAN (EM1)
1999–2000 Honda Civic SiR Philippines (EK4 sedan)
1995-2000 Honda Civic VTi-R AUSTRALIA (EK4)
Displacement: 1,595 cc (97.3 cu in)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 160 hp (119 kW) @ 7600 rpm & 111 lb·ft (150 N·m) @ 7000 rpm (USDM)
Transmission: Y21/ S4C
Redline: 8000 rpm
Rev Limit: 8200 rpm
VTEC engages at 5600 rpm
Aluminum Casting
ECU Code: JDM P2T (square case) or USDM P30 (regular case)
OBD1(1992-1995) OBD2a(1996-1998) OBD2b(1999-2000)
B16A3
VTEC
Found in:
1993–1995 Del Sol VTEC
1995 Honda Civic Brazil VTi (EG6)
Displacement 1,595 cc (97.3 cu in)
Power (bhp@rpm): 160 hp (119 kW) @ 7,600 rpm & 111 lb·ft (150 N·m) @ 7,500 rpm
Compression: 10.4:1
VTEC Engagement @5,400rpm
Redline @8,200rpm
Transmission: Y21
B16A5
VTEC
Found in:
1996-2000 Civic Si-RII (JDM version) (EK4)
Displacement: 1,595 cc (97.3 cu in))
Compression: 10.4:1
Power: 130 kW (177 PS; 174 bhp) @ 7800 rpm & 111 ft•lbf (150 N•m) @ 7300 rpm
Redline: 8250 rpm
Transmission: Y21
Note: Only offered with SiRs with automatic transmissions.
B16A6
VTEC
Found in:
1996–2000 Honda Civic – Middle East & South Africa VTEC (EK)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.2:1
Power: 118 kW (158 hp) @ 7800 rpm & 111 lb·ft (150 N·m) @ 7000 rpm
Transmission: S4C
B17
B18
B20
B20A/B21A
B Series Transmissions