Engine
5 compatibility entries for Honda
B16A DOHC VTEC engine with Y1 cable-clutch gearbox
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.
H22A engine and gearbox
With a Hasport EG H-series mount kit and Hasport driveshafts the H22A is effectively a bolt-in swap; only the wiring needs custom adaptation. The passenger-side axle reuses the H22A intermediate shaft with the Hasport shaft fitting straight into it; the driver side is a complete Hasport assembly. The Civic clutch slave cylinder is used instead of the Prelude one for clearance and bolts on with one extra hole drilled in the bracket; the Civic reverse light switch fits the H22A gearbox directly. The Civic reverse-flow fuel line from rail to filter needs fabrication, and an uprated in-tank fuel pump (Walbro GSS341 here) is recommended. A standard EG intake pipe and pod filter fits the H22A. Documented result: 14.2 s quarter mile at 101 mph with only intake and 2.5-inch exhaust; total swap cost $5,545 on-road (2004).
JDM B18C (Type R) engine with S80 LSD gearbox
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.
K20 Engine Swap
One of the most popular engine swaps for EG Civic. K20A2 from EP3 Type R provides 200hp and VTEC.
K24Z7 engine
Completed, running swap documented by the builder, with a full video how-to series (parts, wiring, ECU) on the BallsOutPerformance YouTube channel; at the time there was essentially no other public information on swapping the K24Z7. Key fitment facts from the thread: a K20 transmission bolts up to the K24Z7 block (confirmed by the builder); the builder ran the A2 halfshaft with regular Driveshaft Shop swap axles. For the closely related EK-chassis version discussed in the thread: Hasport EKK5 mounts were used and the rear engine subframe had to be changed to fit; non-engine electrics (wipers, lights, etc.) keep working as stock, and a good EK power pick-up point for engine wiring is the driver's strut tower plug (large wire to starter; BLK/YEL fused at 15 A for ignition coils; YEL/BLK for ECU feed; second BLK/YEL for O2 sensors; BLK ground; YEL/GRN temp gauge; YEL/RED oil pressure light; WHT/BLU alternator L terminal / battery warning light).