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Old 12-20-2007, 11:55 PM   #1
94accordex
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Default 1992-2000 Civic Engine Swap Guide

So you’re ready to make some serious power in your EG or EK-chassis Civic, but you’re unsure of where to start? Should you keep your stock D-series engine and build it up? Should you perhaps swap in a B16 or B18? What about the new K-series motors?

The following overview should give you a good idea of what engines are available to swap into your car, and the pros and cons of each when installed into a Civic chassis. Please note: this is not a complete list of every single engine that can be swapped into a 92-00 Civic, but it does cover most of the commonly swapped motors.

Engine
Vehicle of Origin/Source
Positives
Negatives
D15/D16
Found in a variety of 92-00 Civic models, both USDM & JDM
  • Easy to find and inexpensive
  • OEM parts are cheap and plentiful
  • Simple and easy to work on
  • Decent potential when boosted (200+ whp is possible)
  • Simple bolt-in swap for most 92-00 Civics
  • Not as much performance potential as other swap motors
  • Very minimal power gains from bolt-on mods
  • Forced-induction is the only means of making significant power
  • Transmissions are typically geared for economy, not performance
B16A
Found in the 93-97 Del Sol Si-VTEC, the 99-00 Civic Si Coupe, and a variety of JDM Civic models (SiR, SiR2, etc.)
  • JDM B16A motors are plentiful
  • Fairly inexpensive
  • DOHC VTEC; 160-170 hp in stock form
  • Good high-RPM power
  • Aggressively-geared transmissions
  • Imported JDM motors may have high mileage; USDM B16s are somewhat hard to find
  • Torque output is rather low (little more than a stock D-series engine)
  • Must be revved fairly high to make power; performance under 4000 RPMs is comparable to a D-series
B16B (CTR)
Found in the 97-00 Civic Type R (JDM and European markets only)
  • Highest power output of any B16 engine (185 hp at 8200 RPMs)
  • Phenomenal high-RPM power and response
  • LSD-equipped transmission with aggressive gearing
  • Extremely hard to find and very expensive
  • Pricing is similar to B18C5 but power output is less
  • Torque output is still very minimal (only 117 ft/lbs @ 7500 RPMs)
B18A/B (LS)
Found in all 90-01 Integra RS, LS, and GS models
  • Easy to find and inexpensive (usually cheaper than a B16)
  • Decent torque output (121-127 ft/lbs)
  • Decent potential when boosted (200-250 whp is possible)
  • VTEC heads can be bolted on with minimal modification
  • No VTEC in stock form
  • Power output is significantly lower than B16 or B18C motors (ranges from 130 to 142 hp)
  • Head design flows much less air then VTEC dual-cam heads
  • LS gears are longer than any other B-series transmissions
B18C (GS-R)
Found in the 94-01 Integra GS-R
  • Good power and torque output (170 hp, 128 ft/lbs)
  • Good high-RPM power
  • Good potential for both N/A and forced-induction builds
  • Responds fairly well to bolt-on modifications
  • Somewhat expensive and harder to find when compared to B16A and B18A/B engines
  • Transmission gearing is slightly longer than B16 and Type R gearboxes

B18C (ITR)

Found in the 97-01 Integra Type R (both USDM & JDM models)
  • Excellent power and torque output (195 hp, 130 ft/lbs)
  • Excellent high-RPM power and response
  • Motors are hand built; heads are ported and polished from the factory
  • LSD-equipped transmission with aggressive gearing
  • Hard to find and very expensive
  • Due to a high compression ratio, extensive tuning is required to safely run forced-induction
  • Use of the JDM ITR motor requires an upgrade to larger hubs; this is due to a different axle size on the JDM version
LS/VTEC
Hybrid motor; created by mating a B18A/B block to a VTEC head
  • Good combination of high-RPM power and low-RPM torque
  • Hybrid build allows for customization of engine characteristics
  • Good upgrade option for those already possessing a B18A/B engine block
  • Cylinder head, engine block, and ECU must all be sourced separately
  • B18A/B redline cannot be safely exceeded without valve train upgrades
  • Reliability can be an issue depending on the quality of the engine build
B20B/Z
Found in the 96-01 CR-V
  • Fairly easy to find and usually inexpensive
  • Highest displacement volume of all B-series engines
  • Excellent torque output (133 ft/lbs at 4200 or 4500 RPMs)
  • Decent potential when boosted (200-250 whp is possible); a block gaurd or reinforced sleeves are recommended
  • VTEC heads can be bolted on with minimal modification
  • No VTEC in stock form
  • Power output is significantly lower than B16 or B18C motors (ranges from 126-142 hp)
  • Cylinder walls are relatively weak
  • B20 transmission cannot be used in a Civic; the gearbox must be sourced elsewhere
  • Technically considered a light truck motor; will not pass the BAR inspection when installed into a Civic
CR-VTEC
Hybrid motor; created by mating a B20B/Z block to a VTEC head
  • Good combination of high-RPM power and low-RPM torque
  • Hybrid build allows for customization of engine characteristics
  • Good upgrade option for those already possessing a B20B/Z engine block
  • Cylinder head, engine block, and ECU must all be sourced separately
  • B20 redline cannot be safely exceeded without valve train upgrades
  • Pistons from other B-series motors cannot be used due to the B20's 84 mm bore
  • Reliability can be an issue depending on the quality of the engine build
F22/F23
Found in various 90-02 Accord models
  • Good torque output (ranges from 137-153 ft/lbs)
  • Iron sleeves can withstand significant amounts of boost in stock form (200-250 whp is fairly easy to obtain)
  • Installation requires after-market engine mounts and fabrication
  • Transmissions are typically geared for economy rather than performance
H22A/H23A
Found in various 92-01 Prelude models and several JDM Accord models
  • Excellent power and torque ouput (190-200 hp and 160 ft/lbs for the H22, 160 hp and 163 ft/lbs for the H23)
  • Higher initial power output than any B-series engine swap
  • Not that much heavier than a B-series engine (contrary to popular belief)
  • Installation requires after-market engine mounts and fabrication
  • Transmission gearing is typically longer than most B-series gearboxes
  • Overall cost is comparable to a B18C5 swap when accounting for mounts and fabrication
H2B
Hybrid motor/transmission combination; created by mating an H or F-series motor to a B-series transmission
  • Allows for use of powerful F/H-series motors with the shorter gear ratios of B16 and Type R transmissions
  • Eliminates the need for custom engine mounts and transmission tunnel modifications
  • H2B adaptor plates are expensive (typical cost is $500-$1,000)
  • Problems with hood fitment may occur, requiring spacers
  • Engine and transmission must be sourced separately
K20/K24
Found in the 03-07 Accord, the 02-08 Civic Si, the 02-06 CR-V, the 03-08 Element, the 02-06 RSX, and the 04-08 TSX
  • DOHC i-VTEC produces excellent power and torque output from most models (200+ hp and 140+ ft/lbs from both the RSX Type S and TSX)
  • Respond very well to bolt-on modifications
  • Excellent potential when boosted (300+ whp is possible)
  • 6-speed transmissions are available
  • Engines typically have lower mileage than B or H-series swaps
  • Most K-series swaps are very expensive ($8,000-$10,000 is typically required to complete a swap into an EG/EK chassis)
  • Installation typically requires after-market engine mounts and/or fabrication
  • Tuning requires Hondata's K-Pro or AEM's EMS, which are both expensive
  • Fewer after-market parts are available at this point, although the list is growing at a rapid rate
F20C/F22C
Found in the 00-08 S2000
  • Phenomenal power and torque output (240 hp, 153 ft/lbs)
  • 6-speed, LSD-equipped transmission with aggressive gearing
  • Excellent potential when boosted (300-400 whp is possible)
  • Rear-drive setup significantly improves traction
  • Installation into an EG or EK chassis requires massive amounts of fabrication in order to convert the vehicle to rear wheel drive (est: $10-$15,000)
  • Engines are expensive and difficult to find
  • Minimal response to bolt-on modifications


Special thanks to the HondaSwap Forums (www.hondaswap.com), Honda-Tech (www.honda-tech.com), and Wikipedia (www.wikipedia.org) for providing some of the above information.

NOTE: The above article is open to revision. If you notice any mistakes or have any additional information to add, please let one of us know through PM.
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