JDM B18C (Type R) engine with S80 LSD gearbox

Engine Complete engine and transmission swap Verified Modification Required

Compatibility Overview

Source Vehicle

Integra Type R

Generation: DC2

Years: 1995-1998

Target Vehicle

Civic

Generation: EG

Years: 1992-1995

Installation Difficulty

Easy Basic tools
Moderate Some experience
Difficult Skilled work
Expert Professional

Reference

B16A specs → B18C specs → F20C specs → H22A specs → K20A specs → K24A specs → C20AT specs → LEA-MF5 specs → D17A specs → LEA-MF6 specs → LEA specs → LEB-H5 specs → R20A6 specs → R18Z6 specs → B18A specs → D15A1 specs → EW5 specs → J25A specs → B20B specs → K20Z2 specs → B18C-00-Spec-R specs → B18B specs → B18C-96-Spec-R specs → B18C-98-Spec-R specs → B18C-SiR-G specs → K20A-RAA specs → K24A-RBB specs → C32B specs → C30A specs → L15ZF specs → L15BU specs → L13B specs → ZC SOHC specs → ZC SOHC Carb specs → ZC DOHC Gen2 specs → ZC SOHC VTEC specs → B16A SiRII specs → F18B specs → F20B-CF4 specs → F20B specs → ZC DOHC specs → B18C1 specs → S80/Y80 SiR-G Transmission (DC2) → Y80/S80 Transmission (DC2) → Y1; Y1 w/LSD Transmission → S80 Transmission → PPL Cylinder Head → RNA Cylinder Head → PLE Cylinder Head → PR3-2 Cylinder Head → RNA ECU → PPL ECU →
The B18C fits the EG engine bay using all factory Integra Type R mounts with no clearance problems. ITR driveshafts (1996-on), the ITR accelerator cable, power steering hose, shift linkage and fuel/heater/vacuum connections all line up with the EG without fabrication. Sourcing a complete front cut is the recommended approach because it supplies the engine, S80 gearbox, ECU, engine loom, mounts, driveshafts and cables in one purchase. Aftermarket conversion mounts (Hasport, AVID) are an alternative to factory ITR mounts, but each brand positions the engine slightly differently, affecting bonnet and chassis-rail clearance. A carbureted EG first needs a full EFI conversion (fuel lines, tank, pump). Both the JDM Type R and JDM SiR engines are stamped "B18C"; identify the Type R by its S80 LSD gearbox, intake manifold and rocker cover.
Mechanically this is close to a bolt-in swap when the full set of Integra Type R parts is used: the D-series rear center engine mount, along with the high-pressure power steering line, is removed and replaced with the ITR rear center mount and ITR high-pressure power steering hose (which carries a pressure switch), and the D-series shift linkage is swapped for the ITR linkage. The wiring is the real modification: the OBD2 ECU connectors are cut from the Type R loom about 30 cm back and joined to the Civic loom wire by wire, and five extra circuits must be run to the engine bay (power steering pressure switch signal and ground, knock sensor, O2 heater, VTEC solenoid), tapped in at the shock tower connector. The A/C compressor hoses bolt up well enough to keep the system sealed but must be professionally modified when the system is regassed, and the exhaust must be adapted to the B18C manifold. Converting from an automatic additionally requires a manual driver-side chassis mount (welded or bolt-in aftermarket) and two holes drilled for the shift linkage.

Important Caveats

  • • Registration requirements vary by jurisdiction: some states only require an inspection to record the new engine number when capacity increase is under the threshold, others require an engineer's certificate - check with your local authority before starting.
  • • Upgrade the brakes to match the power increase; the ITR front brake setup bolts on (pre-1998 JDM ITR is 4-stud like the EG) and resists fade far better than the standard VTi/GLi setup.
  • • Never redrill brake rotors as a shortcut to matching stud patterns.
  • • The EK Civic version of this swap needs additional parts (EK4 mounts and loom, OBD2A P72 ECU, different front engine bracket) - this combination is specific to the EG.

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Community Verification

1
user verified this swap
By ECU-MAN via OzHonda
Added 7 hours ago

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