the distributor plug is different on the dx wiring harness. i know that c1 and c2 are added. should i use the connector that came with my b16 harness and just switch over the wires from my dx harness? any help would be great

 

the wires dont seem to match up from the dx harness to the b16 harness. need some ideas fast

 

HASPORT SWAPTECHwww.hasport.com Wiring conversion for DX/Standard to SiR
This information is provided for information only, and Hasport makes no gaurantee as to it's accuracy. USE IT AT YOUR OWN RISK! Please do not call for help converting your wiring harness. Hasport sells a premodified harness for these conversions if you need help.Please refer to the Helms factory service manual for information identifying the ECU connectors and pin locations.
Terminal descrption 89-91Civic/CRXSi, HF, and EX 89-91Civic/CRXSiR Suggested conversion
#1 injector A1 A1 -
#2 injector A3 A3 -
#3 injector A5 A5 -
#4 injector A7 A7 -
Lock up control solenoid (automatics only) A8 - Remove
VTEC solenoid - A8 Run wire from A8 to VTEC solenoid valve
IGN power 1 for ECU A13 A13
IGN power 2 for ECU A15 A15
Power ground 1 for ECU A2 A2
Power Ground 2 for ECU A4 A4
Logic Ground 1 for ECU A16 A16
Logic ground 2 for ECU A18 A18
EVAP Purge control solenoid valve A6 A6
Fuel pump relay A12 A12
Fuel pump relay A14 A14
Malfunction indicator lamp B6 B6
Ignition control module B15 B15
Ignition control module B17 B17
IACV (EACV) A11 A11
Primary O2 signal C16 C16
Secondary O2 sensor - C8 Run wire from C8 to secondary O2 sensor
Radiator fan control B4 B4
CKP P B10 B10 -
CKP G B12 B12 -
TDC P C3 C3
TDC G C4 C4
CYP P C1 C1 -
CYP G C2 C2 -
A/C clutch relay B3 B3
A/C switch B8 B8
Starter switch signal B13 B13
Service check signal (Ignition timing adjusting connector) B20 B20
Backup voltage B1 B1
Brake switch signal C10 C10
Reverse light B11 (HF only) - Remove
Alternator signal B14 B14
Alternator control B5 - Remove
VTEC pressure sensor - B5 Run new wire to VTEC pressure sensor and the other side to ground.
ECT C6 C6
ELD B19 - Remove
Knock sensor - B19 Run new wire to Knock sensor
IAT C5 C5
PA C9 C9
TPS C7 C7
VSS B16 B16
Sensor voltage C13 C13
Sensor ground C12 C12
MAP C11 C11
Map sensor voltage C15 C15
MAP sensor ground C14 C14

 

B16A1/B17A http://www.hybrid.honda-perf.o...B16A1
also read B16A powered CRX, by Eric Bauer
The B16A1 (160hp DOHC VTEC) from the JDM 90-91 Civic/CRX Si-Rs is being imported in small quantities. The B17A comes from the U.S. 92-93 Integra GS-R and the block is externally and internally identical to the B16A1 block. But they do not bolt in. The stock B16A powered CRX Si-R has many significant differences form the U.S. The most important thing to note, is that the driver's side motor mount is NOT in the same location as the U.S. Civic/CRX.

As you can see above, the Si-R B16A driver's side mount is closer to the front of the car. It is also wider, and beefier than the U.S. mount. The B-series mount is designed for a stronger motor, and I suspect that Honda must have put it in that location for a reason.
The other differences are that the passenger side mount, and the front and rear cross members are different. You can import the crossmembers, but the driver's side and pasenger's side mounts would have to be removed and new fabricated mounts welded in. So, contrary to what you may have heard, there is currently NO WAY to mount a B-seies motor in the same location as the factory, without a bolt in mount kit or welding in new mounts.
Keep in mind, that all B-series motor swaps that use the US drivers side mount will position the motor closer to the firewall than Honda intended.
The B16A1 is almost identical to the 160hp U.S. Del Sol VTEC (B16A2). The Del Sol motor does NOT bolt in either. Since the D-series transmissions are not compatible with the B-series motors, you should purchase the Y1 transmission along with the motor. If you can, buy the motor and transmission as a package, not separately. Some of the Y1s have the highly desirable factory LSD. LSD should be imprinted on the transmission casing, so search carefully. If a Y1 is not available, a 90-93 Integra LS transmission will work, but the gear ratios are not designed for the high rpm VTEC engine and will hurt acceleration. With either tranmission you will need to modify the shift linkage to fit. A few people have managed to get Si-R shift linkages from Japan and these work perfectly.
For engine control, you have three choices. Use a stock Si-R ecu, which requires some wiring changes. Use the stock Si ecu, reprogrammed for a higher red limit and the use a external rpm switch for VTEC activation. Or use a Del Sol VTEC engine harness and rewire the engine compartment and dash to use the Del Sol VTEC ecu. With either the Si-R or Del Sol ecu, note that there is a speed sensor in the transmission that tells the ecu that it is okay to activate the VTEC. If it doesn't see that signal, you get no VTEC and a slow motor. I am sure you can fool it if you know what you are doing. The Del Sol VTEC service manual should be able to guide you through the wiring. This can be the hardest wiring install, since you are combining the parts from three different cars (U.S. Civic, JDM/U.K. Civic, and Del Sol).

 

http://www.angelfire.com/d20/h....html

 

nice diagram!

It would be far better, though, if instead of "TDC" it actually labelled the pins on the distributor plug... seeing as the distributor pinouts aren't labelled "CYL"