LO_N_SXC
31-05-2006, 12:32 PM
Ok since I haven’t had the time to put together a DA9 side skirt listing nor have photos good enough showing how they fit, I thought I’d rather make a thread on Engine options that can be transplanted into DA9 Integra’s, below I have listed the engine code ei: B18A and I have also looked up the specs for each one complete with their bore capacity in cc’s stroke and other relevant info on what is needed to make these fit, another thing I would like to point out is that having a front cut purchased of the engine being transplanted into your car is the best choice, with that in mind having the required parts plus anything else that may be needed will be acquired much easier if a front cut has been purchased as it will have parts like Clutch pedal sets, ECU, Under dash Looms which may be needed for instruments to operate etc etc…..
I would also suggest that if you’re thinking on Transplanting any engine into your DA make sure it has been test run and that you make sure its had a major service prior to the transplant, also make sure that new fluids are used and new components such as a new Timing belt is used, also don’t forget to run the engine in for the first 2000kms (just to be safe) before giving it some high revs…..
I hope you guys enjoy this one too!
B16A:
1.6L 16V DOHC VTEC
Capacity: 1595cc
HP: 158@7800 Torque: 112@7000 Comp: 10.2:1 From JDM Integra XSi/RSi(DA)
HP: 160@7600 Torque: 111@5200 Comp:10.4:1 From JDM Civic SiR 90-91
HP: 168@7800 Torque: 116@7300 Comp: 10.4:1 From JDM Civic SiR II 92-95 and 92/93 DA integra XSi (ultra rare)
HP: 184@8200 Torque: 118@7500 Comp: 10.8:1 From JDM Civic Type R (EK) (B16B)
This is very much the most cost effective engine to be transplanted into a DA, with many variations coming from 158hp examples found in the early DA6 and XSi model Integra’s up to 184hp found in the JDM Type R EK Civic, requirements for this engine to be transplanted are: VTEC motor ECU + loom must be used, DA Integra engine mounts are retained, earlier B16 engines use cable tranny’s as opposed to the Civic Type R which uses a Hydraulic clutch mechanism thus needing the OEM clutch pedal set up to be converted to a hydraulic one, apart from those this engine is directly an easy one to transplant into a DA9.
Pros: High revving, economic and very cost effective VTEC engine which can be made to fit with very basic modifications and very high potential.
Cons: Low torque level, Age of engines available tend to need a major service prior to transplant, leaks and worn components can be found on most engines which comes with age.
B18B
1.8L Non VTEC 16V DOHC
Capacity: 1834cc
HP: 142 @ 6300 Torque: 127@5200 Comp:9.2:1 From AUDM DC2 Integra GSi 94-98
This is the most basic transplant there is for a DA Integra, with an added 10hp compare to the 130 from the stock B18A that makes the B18B a logical choice, specs have been revised and the added torque makes for an overall cost effective package, requirements for it to be transplanted into a DA are: The passenger’s side engine mount has to be taken off the B18A engine and bolted onto the B18B motor, B18B inlet manifold is also required to be replaced with B18A Manifold thus avoiding the need to rewire TPS, PGM-FI sensors, also rewiring of Radiator fan switch is required since this is located underneath the Oil filter in the B18A opposed to the B18B which has it located on the Thermostat housing.
Gearbox already in the vehicle can be bolted up to B18B with no modifications.
Pros: Very cost effective transplant with the very minimal modifications, 10hp added, more torque than B18A and can be found for very reasonable prices, bigger bore makes for good Turbo setup, more torque than B16A engines, good interchange ability of parts between B18B and B18B makes it easy to find replacement parts.
Cons: No VTEC, not as powerful as VTEC variants, has smaller rods, can’t be revved as high as its B16A and B18C siblings, not many performance parts available.
B18C
1.8L 16V DOHC VTEC
Capacity: 1797cc
HP: 178@7600 Torque: 129@6200 Comp: 10.6:1 From: JDM/AUDM DC2 VTiR 95-97
HP: 195@8000 Torque: 130@7500 Comp: 10.6:1 From: JDM DC2 Type R 94-00 (B18C5)
HP: 197@8000 Torque: 134@7500 Comp: 11.0:1 From: JDM DC2 Type R 95-00 (B18C)
HP: 210@xxxx Torque: 136@xxxx Comp: 11.6:1 From: Type R with B18C6……………
The head honcho of the B series with relatively the same amount of work as to the B16A but with much much more, things like Transmission mounts and engine mounts needed to make this engine fit, many more details aren’t clear to me as yet since I haven’t heard of many people dropping these engines into many DAs, not saying it can’t be done but the cost of these engines puts many people off…..
Pros: will make any DA into a seriously fast car, high revving engine, VTEC on tap 24/7, performance parts readily available from big names like Spoon, Toda, Hondata etc etc
Cons: Price and difficulty to make one go in, parts required for transplant are expensive and most require them to be purchased form overseas.
B20B
2.0L Non VTEC 16V DOHC
Capacity: 1997cc
HP: 126@5400 Torque: 133@4300 Comp:???? From: AUDM Honda CRV 97-98
HP: 146@6400 Torque: 143@4500 Comp: ????? From: AUDM Honda CRV 98-01 (B20Z)
The one motor with the most resemblance to the B18A/B but with 1997cc’s of displacement make it a very cost effective and relatively as easy to transplant as a B18B.
Pros: very cost effective and very cheap to transplant, requirements are the same as B18B to drop it into a DA, full of torque and very good for Turbo setups.
Cons: Non VTEC, not as high revving as a B16/B18 engine, weaker rods, poor head flow, not many performance parts available.
H22A
2.2L VTEC 16V DOHC
Capacity: 2157cc
HP: 190@6800 Torque: 152@5500 Comp:???? From: 94-97 JDM Accord SiR
HP: 200@6800 Torque: 161@5500 Comp:???? From: 92-96 JDM Prelude
HP: 220@7200 Torque: 163@6500 Comp:10.6:1 From: 97-01 JDM Prelude
No details since I have not looked into this conversion, if some one knows feel free to give details.
Pros: Te most Torque you can fit in a DA, incredible straight line acceleration and speed, high top end speed, great potential.
Cons: would make the nose end of any DA extremely heavy, Bigger brakes needed, engineering cert would have to be a must, many parts have to be custom made, very very expensive transplant.
If anyone has any coments you're more than welcome to!
Cheers!
Alex
I would also suggest that if you’re thinking on Transplanting any engine into your DA make sure it has been test run and that you make sure its had a major service prior to the transplant, also make sure that new fluids are used and new components such as a new Timing belt is used, also don’t forget to run the engine in for the first 2000kms (just to be safe) before giving it some high revs…..
I hope you guys enjoy this one too!
B16A:
1.6L 16V DOHC VTEC
Capacity: 1595cc
HP: 158@7800 Torque: 112@7000 Comp: 10.2:1 From JDM Integra XSi/RSi(DA)
HP: 160@7600 Torque: 111@5200 Comp:10.4:1 From JDM Civic SiR 90-91
HP: 168@7800 Torque: 116@7300 Comp: 10.4:1 From JDM Civic SiR II 92-95 and 92/93 DA integra XSi (ultra rare)
HP: 184@8200 Torque: 118@7500 Comp: 10.8:1 From JDM Civic Type R (EK) (B16B)
This is very much the most cost effective engine to be transplanted into a DA, with many variations coming from 158hp examples found in the early DA6 and XSi model Integra’s up to 184hp found in the JDM Type R EK Civic, requirements for this engine to be transplanted are: VTEC motor ECU + loom must be used, DA Integra engine mounts are retained, earlier B16 engines use cable tranny’s as opposed to the Civic Type R which uses a Hydraulic clutch mechanism thus needing the OEM clutch pedal set up to be converted to a hydraulic one, apart from those this engine is directly an easy one to transplant into a DA9.
Pros: High revving, economic and very cost effective VTEC engine which can be made to fit with very basic modifications and very high potential.
Cons: Low torque level, Age of engines available tend to need a major service prior to transplant, leaks and worn components can be found on most engines which comes with age.
B18B
1.8L Non VTEC 16V DOHC
Capacity: 1834cc
HP: 142 @ 6300 Torque: 127@5200 Comp:9.2:1 From AUDM DC2 Integra GSi 94-98
This is the most basic transplant there is for a DA Integra, with an added 10hp compare to the 130 from the stock B18A that makes the B18B a logical choice, specs have been revised and the added torque makes for an overall cost effective package, requirements for it to be transplanted into a DA are: The passenger’s side engine mount has to be taken off the B18A engine and bolted onto the B18B motor, B18B inlet manifold is also required to be replaced with B18A Manifold thus avoiding the need to rewire TPS, PGM-FI sensors, also rewiring of Radiator fan switch is required since this is located underneath the Oil filter in the B18A opposed to the B18B which has it located on the Thermostat housing.
Gearbox already in the vehicle can be bolted up to B18B with no modifications.
Pros: Very cost effective transplant with the very minimal modifications, 10hp added, more torque than B18A and can be found for very reasonable prices, bigger bore makes for good Turbo setup, more torque than B16A engines, good interchange ability of parts between B18B and B18B makes it easy to find replacement parts.
Cons: No VTEC, not as powerful as VTEC variants, has smaller rods, can’t be revved as high as its B16A and B18C siblings, not many performance parts available.
B18C
1.8L 16V DOHC VTEC
Capacity: 1797cc
HP: 178@7600 Torque: 129@6200 Comp: 10.6:1 From: JDM/AUDM DC2 VTiR 95-97
HP: 195@8000 Torque: 130@7500 Comp: 10.6:1 From: JDM DC2 Type R 94-00 (B18C5)
HP: 197@8000 Torque: 134@7500 Comp: 11.0:1 From: JDM DC2 Type R 95-00 (B18C)
HP: 210@xxxx Torque: 136@xxxx Comp: 11.6:1 From: Type R with B18C6……………
The head honcho of the B series with relatively the same amount of work as to the B16A but with much much more, things like Transmission mounts and engine mounts needed to make this engine fit, many more details aren’t clear to me as yet since I haven’t heard of many people dropping these engines into many DAs, not saying it can’t be done but the cost of these engines puts many people off…..
Pros: will make any DA into a seriously fast car, high revving engine, VTEC on tap 24/7, performance parts readily available from big names like Spoon, Toda, Hondata etc etc
Cons: Price and difficulty to make one go in, parts required for transplant are expensive and most require them to be purchased form overseas.
B20B
2.0L Non VTEC 16V DOHC
Capacity: 1997cc
HP: 126@5400 Torque: 133@4300 Comp:???? From: AUDM Honda CRV 97-98
HP: 146@6400 Torque: 143@4500 Comp: ????? From: AUDM Honda CRV 98-01 (B20Z)
The one motor with the most resemblance to the B18A/B but with 1997cc’s of displacement make it a very cost effective and relatively as easy to transplant as a B18B.
Pros: very cost effective and very cheap to transplant, requirements are the same as B18B to drop it into a DA, full of torque and very good for Turbo setups.
Cons: Non VTEC, not as high revving as a B16/B18 engine, weaker rods, poor head flow, not many performance parts available.
H22A
2.2L VTEC 16V DOHC
Capacity: 2157cc
HP: 190@6800 Torque: 152@5500 Comp:???? From: 94-97 JDM Accord SiR
HP: 200@6800 Torque: 161@5500 Comp:???? From: 92-96 JDM Prelude
HP: 220@7200 Torque: 163@6500 Comp:10.6:1 From: 97-01 JDM Prelude
No details since I have not looked into this conversion, if some one knows feel free to give details.
Pros: Te most Torque you can fit in a DA, incredible straight line acceleration and speed, high top end speed, great potential.
Cons: would make the nose end of any DA extremely heavy, Bigger brakes needed, engineering cert would have to be a must, many parts have to be custom made, very very expensive transplant.
If anyone has any coments you're more than welcome to!
Cheers!
Alex