Engine

8 of 8 compatibility entries for Honda

Engine and gearbox transplant Verified Modification Required

B16A DOHC VTEC engine with Y1 cable-clutch gearbox

Source: Civic SiR (EF9) - 1989-1991
Target: CRX (2nd generation (ED9)) - 1988

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.

difficult
Complete engine and transmission swap Verified Modification Required

H22A engine and gearbox

Source: Prelude (BB (4th/5th gen)) - 1992-1996 (JDM H22A)
Target: Civic (EG) - 1992-1995

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).

difficult
Complete engine and transmission swap Verified Modification Required

JDM B18C (Type R) engine with S80 LSD gearbox

Source: Integra Type R (DC2) - 1995-1998
Target: Civic (EG) - 1992-1995

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.

difficult
complete-swap Verified Modification Required

K20 Engine Swap

Source: Civic EP3 (Seventh Generation) - 2001-2005
Target: Civic EG (Fifth Generation) - 1992-1995

One of the most popular engine swaps for EG Civic. K20A2 from EP3 Type R provides 200hp and VTEC.

expert
K-series swap Verified Modification Required

K20A engine and transmission

Source: K-series (K20A)
Target: Civic (EG) / Integra (DC) (EG / DC chassis)

The K20A does not bolt to the factory B/D mounting points and requires a dedicated conversion mount kit. The kit provides a rear mount bracket that fastens to the subframe, a timing-chain-side mounting arrangement (small and large mounts) that reuses the passenger-side tow-hook location, and a driver-side transmission bracket. Supplied 1/2 inch spacers set the transmission bracket standoff on the rear crossmember side and take up the differing bolt-point heights on the driver-side bracket. The factory engine-harness plugs are pushed through the firewall and retained under the dash for later wiring rather than being cut. This entry covers Part 1 (mechanical fitment and mounting) only; wiring, cooling, and axle integration are separate phases.

difficult
Hybrid engine build Verified Modification Required

K24 short block (K24/K20A2 hybrid)

Source: CR-V (K24A short block)
Target: RSX Type S (DC5) - 2002-2006

The K24 bottom end (crank, rods, pistons) is retained, while the head, cam caps, VTC actuator, timing chain, tensioner, slide rails, oil pump, oil pan, oil cooler, windage tray, knock sensor, and their fasteners transfer from the K20A2. The K20A2 water pump, oil cooler, and intake also carry over. Because the hybrid combination changes how the timing indexes, the marks will not line up on their own; set the crank to TDC and align them by hand. On the dyno the build has shown about 185 whp with roughly 30 lb-ft more torque across the band, forming a good base for boost (300+ whp capable). A CR-V donor is the cheap, plentiful choice; a TSX block adds higher compression, stronger rods, and factory oil squirters.

difficult
K-series swap wiring / engine management Verified Modification Required

K24A1 block with K20A2 head (hybrid K-series engine swap)

Source: CR-V (K24A1) with K20A2 head - 2002-2006
Target: Integra Type R (DC2) (DC2) - 1995-2001

K24/K20 hybrid engines physically install in the DC2 as a standard K-swap, but the wiring is the hard part when a European donor harness is combined with a USDM ECU. Getting the engine to crank, start and datalog does not confirm the sensor wiring is correct: coolant temp (ECT), cam position (CMP) and wideband O2 channels can all stay blank. Plan on a full re-pin of the engine harness to the USDM PRB ECU pinout, correct wideband O2 wiring per the Hondata CTR reference, and verification that the shared sensor power group at C101 is actually hot. Note that missing ECT/CMP/O2 readings can also be caused by the ECU itself (counterfeit or a failed internal 5 V reference), so the ECU should be proven in a known-good car before the harness is condemned.

difficult
K-series engine transplant Verified Modification Required

K24Z7 engine

Source: Civic Si (9th generation (FB6/FG4)) - 2012-2015
Target: Civic (EG) - 1992-1995

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).

difficult