B16A DOHC VTEC engine with Y1 cable-clutch gearbox

Engine Engine and gearbox transplant Verified Modification Required

Compatibility Overview

Source Vehicle

Civic SiR

Generation: EF9

Years: 1989-1991

Target Vehicle

CRX

Generation: EF8 SiR

Years: 1988-1991

Installation Difficulty

Easy Basic tools
Moderate Some experience
Difficult Skilled work
Expert Professional

Reference

B16A specs → LEA-MF5 specs → LEA-MF6 specs → LEA specs → D16A specs → PLE Cylinder Head → PR3 Cylinder Head → PW0 ECU →
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.
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.

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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Community Verification

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

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