Engine

4 of 4 compatibility entries for Acura

J-Series V6 swap with drive-by-wire throttle Verified Modification Required

J32A3 3.2L V6 engine

Source: TL Type-S (Third generation (UA6/UA7)) - 2006-2008
Target: Integra (DA) (DA) - 1990-1993

The J32A3 retains its electronic (drive-by-wire) throttle rather than being converted to a cable throttle body, which is the defining feature of this swap. A plug-and-play harness reduces the engine-to-chassis wiring to about eight wires to achieve a start, with additional connections needed to run and drive properly. The donor ECU, throttle control module, and original ignition key are all required. The factory ECU is reflashable in place through the DLC diagnostic port, avoiding ECU send-out for unlocking, and the same access is used to tune throttle response. The recipient chassis in the source build is a cable-throttle compact Honda/Acura platform; a Civic is also referenced as a compatible cable-pedal donor for the pedal box. Reported output on the otherwise stock engine was 278 lb-ft torque and 271 hp, and the car was driven roughly 125 miles each way after the build.

difficult
Conversion wiring harness Verified Modification Required

K-series engine (K20/K20A2) swap conversion wiring harness

Source: RSX Type-S (DC5) - 2002-2004
Target: Civic (EG) - 1992-1995

The RSX C101 connector mates to the K-series engine harness and the E-plug feeds the K-series ECU. The EG's original main relay is removed and its socket reused as a junction for the fuel-pump and ignition taps. Core circuits land in the stock B-series ECU connector: fuel pump (A7), ignition (A25), battery positive (D1, on a 30 A fuse), ELD (D10), brake switch (D22), MIL (A13), FanC (A12), and Alt-L (A16). VSS, RPM, and oil-pressure signals go to the cluster/gauges, with VSS tappable directly from the instrument cluster. The secondary O2 sensor and DLC are added separately from the service manual. Builders report clean, CEL-free startups once all connections are verified. The same method has been adapted to EF/CRX, EK, and DC2 chassis, which use different main relays and cluster signals.

difficult
K-series swap (K20A2 / K24) Verified Modification Required

K-series engine and transmission (K20/K24)

Source: RSX Type-S (DC5) - 2002-2004
Target: Civic (EG) - 1992-1995

A non-CR-V K24 requires the CR-V passenger-side engine mount to locate correctly; CR-V K24 engines already have it. Wiring uses an RSX Type-S 02-04 engine and charging harness with an RSX PRB 02-04 ECU on Hondata K-Pro (or a JDM ECU). K-Pro only recognizes the 02-04 RSX-S primary oxygen sensor; EP3 and 06+ Civic Si sensors do not work. Type-S injectors support roughly 250 hp on a stock head/block. The clutch slave cylinder mounts to the front of the transmission and is mandatory unless the donor transmission already includes one. Belt length depends on configuration: a K24 with no P/S or A/C uses a 52-inch 6-rib belt (Dayco #5060520); a K20 uses 50.5 inch; measure with string for any A/C combination. Shifter conversion uses a Karcepts mounting kit, RSX Type-S shifter box, and RSX-S 02-04 cables. The pilot bearing (22103-PNA-003) is required to center the transmission input shaft. Budget roughly $8,000-$10,000 for a complete swap.

difficult
K-Series swap (EKK1 mounts) Verified Modification Required

K20A2 engine and transmission

Source: RSX Type-S (DC5) - 2002-2004
Target: Civic (EK) (EK) - 1996-2000

The HaSport EKK1 96-00 mount kit bolts to the EK factory mount locations with no drilling (EG chassis may differ). Torque the passenger-side plate to 43 lb-ft and the driver-side plate to 33 lb-ft; HaSport lists no figure for the rear transmission plate (43 lb-ft was used). Shim any gap at the rear transmission mount with the supplied spacer or washers before tightening or the plate will bend. Required extras: plug-and-play conversion harness, a K-series ECU (Type R PRC used here), K-series header for 88-00 Civic, K20 fuel rail with a fuel pressure regulator, radiator hose adapter with fan switch and temp sender port, and a manual conversion pedal/master-cylinder set. Confirmed axle recipe with these mounts: on the driver side, an RSX Type-S inner and shaft plus a B-series outer CV joint; on the passenger side, an RSX Type-S inner, a 92+ Prelude shaft (VTEC recommended), and a B-series outer CV joint. Compressed axle lengths in the hub: passenger 22.5", driver 24". An OEM EK radiator works once the brackets are relocated. The clutch inhibitor/pedal-position sensor wiring on an ex-automatic in-cabin harness was left unresolved in the thread.

difficult