B16A DOHC VTEC engine with Y1 cable-clutch gearbox
into CRX (from Civic SiR)

EF9 Civic SiR 1989-1991
→
EF8 CRX 1988-1991

Yes: the B16A DOHC VTEC engine with Y1 cable-clutch gearbox from the Civic SiR (1989-1991) fits the CRX (1988-1991) — difficult difficulty, modifications required.

Verdict
Fits.
Verified entry · modifications required
Verified ✓
Difficulty
Difficult
Mods
Required
Category
Engine

Installation notes

Complete working transplant documented on a 1988 ED9 with an EF9 front cut as the donor. Bolts up / fits: B16A high-pressure fuel line, heater-tap hose, fuel main and return lines, battery positive to starter. Required donor/other parts beyond the engine: EF8/EF9 cabin loom, PW0 OBD0 ECU, EF8/EF9 power steering high-pressure hose (carries a pressure switch), EF8/EF9 shift linkage and B-series shifter (the D-series linkage will not fit), EF8/EF9 clutch and accelerator cables (D16A8 cables do not match), DA6 driveshafts and mid shaft (EF8/EF9 shafts are too short), and the EF9 radiator (the ED9 radiator hose necks are too small; swap the fans between housings to keep the ED9 fan connectors). Recommended extras: EF8/EF9 front hubs and calipers, brake master cylinder. The A/C compressor fouls the front crossmember; an HAsport bracket allows the D-series compressor to be used and clear it. The conversion took the author four 6-hour days working alone, including stripping the front cut.
ModsMods req.

Required modifications

Custom engine mounts are required (Avid mounts used in the documented conversion; the mounts are designed to suit DA3/DA6/DA9 driveshafts). The chassis must be gently hammered for clearance where the alternator and A/C compressor pulleys run close, and an A/C line levered clear of the power steering pulley. Wiring is substantial: the round yellow 14-pin PGM-FI engine-bay connector is extracted from an EF8/EF9 donor cabin loom (de-pinned from the ECU A/B/C connectors, six wires cut near the ECU) and spliced into the CRX loom - grounds tapped to ECU A2 and A4, the two yellow/black PGM-FI relay wires joined to ECU A15, and a shielded twin-core wire run from engine-bay connector pins A4/A8 to ECU B19 and C8 with the shield earthed at ECU A16 only. The Y1 gearbox VSS is removed and the D16A8 cable-speedo drive fitted in its place to keep the cable speedometer. The firewall heater hose must be replaced (a cut-down D16A8 hose works), and the exhaust does not line up and needs custom work at an exhaust shop.

Caution

Important caveats

  • EF8/EF9 driveshafts will not fit - they are too short; the mounts are designed for DA3/DA6/DA9 shafts and the mid shaft must be changed as well.
  • Never vent R12 refrigerant to atmosphere - have both A/C systems professionally evacuated before disconnecting lines.
  • A Rywire VTEC OBD0 sub-harness (about $50-60) spliced into the existing D-series loom is a much simpler wiring alternative to the donor cabin-loom connector transplant.
  • Avid mounts proved smoother than HAsport, giving less idle vibration.

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Reference

B16A specs → D14A1 specs → LEA-MF6 specs → LEA specs → LEB-H5 specs → B18A1 specs → D16A6 specs → B18B1 specs → D16A specs → D16Z6 specs → B18C2 specs → B18C7 specs → D16A8 specs → D16W4 specs → EA specs → EC specs → ED specs → EE specs → EF specs → EL specs → EM specs → EN specs → EP specs → ER specs → ES specs → ET specs → LEA2 specs → PLE Cylinder Head → PR3 Cylinder Head → PW0 ECU → PLE →

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Sources

1 ref
  1. 01 https://ozhonda.com/forum/showthread.php?46374-DIY-ED9-(-88-gen2-CRX-)-B16A-Engine-transplant
Submitted by ECU-MAN via OzHonda Added Updated

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