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Old 12-28-2004, 05:09 PM   #1 (permalink)
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Lightbulb Need Info B16A

Does any one know if the b16a Vtec motor will work with the transmision on a 1990 Crx HF. original motor was the d15b6...Also it should fit right in right or not??? Thanks for the help guys
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Old 12-28-2004, 07:34 PM   #2 (permalink)
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Whats the point? can u tell us why your mind just made up that question?
DUmbass ***** that dont know a rats shit about b-series.
READ THIS DUMBASS AND YOU MIGHT LEARN SOMETHING.

The Honda B-series engine can be likened to the venerable small block Chevy. It has powered two generations of hot rodders and is still going strong for the domestic camp as the engine of choice for an amazing third generation. Conceived in the mid '50s, the small block Chevy is stronger than ever, pumping out more than 400 hp in the latest Corvette Z06. In racing, the mouse engine, as it's affectionately called, serves yeoman duty propelling the fastest Winston Cup cars and many classes of domestic drag racing to victory. Even though the engine's design is older than most of us and has a crude (by today's standards) pushrod OHV, two-valve head architecture, the latest variants of this engine have an impressive power density. It has always been popular to the performance crowd and has tremendous aftermarket support, the best for any engine ever made.

The Honda B-series engine is the import enthusiast equivalent to the small block Chevy. It has enjoyed tremendous popularity as the performance engine of choice for the Honda/Acura nut. Stock in the Acura Integra, del Sol Si and the Civic Si, the B-series is also a popular and very easy swap into the lightweight Civic, making the classic hot rod: a powerful engine swapped into the most compact and light chassis. Since the B engine was available even more widely in the Japanese domestic market (JDM), there's an abundance of relatively cheap used JDM engines imported here to serve as a base for hybrid Civic swaps or other build-ups.

The B-series has gone through an evolution of sorts. The final most developed version is the B18C5, the rare powerplant found under the hood of the Integra Type R. This variant of the B-series pumped out an impressive 195 hp in stock naturally aspirated form. This is an amazing feat of more than 100 hp per liter, more than some factory turbocharged and supercharged engines. The B16A, first found under the hood of the del Sol Si was the first production auto engine to produce more than 100 hp per liter.

Honda's superior engineering helps the B engine put out amazing levels of power from small displacements. The B is blessed with excellent combustion chambers of a pentroof design, featuring a shallow included angle. This helps efficiency, as a shallow included angle has a lower surface-to-volume area to insure that more heat energy is used to drive the piston rather than heat the water jacket. The intake and exhaust ports, as well as the valves, are generously sized and contoured correctly for excellent flow right out of the box. Many variants of the B engine also have generous quench zones in the cylinder head to help improve combustion stability by improving fuel-air mixing and turbulent combustion.

The big B also features a lightweight die cast aluminum block with strong semi-girdled main caps and a fully counterweighted high alloy steel forged crankshaft. Forged high alloy steel rods with large bolts and generous caps combined with an excellent oiling system make bottom end failure on these engines almost unheard of.
Unfortunately, the year 2001 was the production swan song of the mighty B engine. But fear not Honda fans. The B's easy availability on the used market and the tons of aftermarket support for this engine family will ensure the engine's longevity in the world of import performance. Most of the B engine's parts interchange between variants, making all sorts of interesting power and displacement combinations possible. This interchangeability also increases the used parts pool considerably. I'd bet many of these engines will be hopped up many years from now as hot rod projects for some of us when we retire, much like the small block Chevy is the engine of choice for the aging baby boomers retirement project T-Bucket.

The first of the popular B engines were the B18A (1990-1993) and B18B (1994-2000), commonly known as the "LS " engine (they were standard equipment for the LS Acura Integra from 1990 to 2000). These engines feature a bore of 81mm and a stroke of 89mm for a displacement of 1835cc and a compression ratio of 9.2:1. These engines pumped out 140 hp, an impressive amount of power for the displacement even today. LS engines don't have the much-desired VTEC but respond well to mods. The LS enjoys plenty of aftermarket support and are cheap and plentiful in junkyards for those wishing to make a low-buck but potent hybrid Civic. With the long 89mm of stroke, these engines are known to put out more torque than your average Honda.

The first of the VTEC B engines was the B17A1, making its appearance in the 1992-1993 Integra GS-R. This somewhat rare engine featured a 81mm bore with a 81.4mm stroke for a displacement of 1678cc and a compression ratio of 9.7:1. This first use of VTEC in a U.S. domestic market Honda four-cylinder pumped out an impressive 160 hp. Strangely, this engine was smaller than the base LS Integra engine. Why Honda/Acura chose to do this is beyond us. The B17A1 head on the B18A1-B1 bottom end would've been awesome.

The next VTEC B engine to hit our shores was the small but mighty B16A2-A3 which powered the 1995 to 1999 del Sol Si VTEC. The mighty mite featured a 81mm bore with a short, high revving 77mm stroke. With 1587cc of screaming power and a high 10.2:1 compression, the little B16A pumped out 160 hp, making it the first mass produced naturally aspirated engine to put out more than 100 hp per liter. In 1998 to 2000 the B16A also powered the mighty sixth-generation Civic Si. The closely related, almost identical or JDM B16A was available in Japan on many vehicles from 1989 to 2000, making this a fairly common and cheap engine in the import junkyards. The JDM B16A is an ideal engine to drop into your third to sixth generation Civic to give it a fairly economical VTEC fix. The JDM B16A head can also be grafted onto non-VTEC B engines to convert them to VTEC fairly cheaply.

In mid 1993, the Integra GS-R was given a greater power fix in the form of the highly desirable B18C1. This VTEC engine featured an 81mm bore and an 87.2mm stroke and a high 10:1 compression ratio, resulting in 170 hp. The import junkyard available JDM B18C1 was almost identical but had a higher 10.6:1 compression and made 180 hp. Not only do these engines have a ton of aftermarket support, they also drop right into most third- to sixth-generation Civics with little modification to create a very potent machine. In a lightweight Civic, it's possible to have a docile car that grandma could drive with factory-like reliability and fuel economy that can rip off a high 13-second pass at the strip. In 1997, the B18C5 was introduced in the limited production Integra Type R. This engine pumped out an incredible 195 hp right from the factory. The differences between the B18C1 and the B18C5 are more than you would think. The B18C5 has an open combustion chambered head with little quench, much like the B16A, with the same intake manifold port and bolt configuration as the B16A. The head is hand ported at the factory by Honda technicians. The C5 has a simple intake manifold with larger shorter runners and a larger plenum chamber. The engine also has a very high 11:1 compression with cams featuring higher lift and longer duration. The valve springs have been redesigned for these cams. The exhaust manifold is a fabricated stainless steel tubular header. The good news is these hotter factory parts will interchange along the entire B-series family line.

Perhaps the best and most popular use for a B engine is to be dropped into a small and lightweight Civic. This is especially cool and easy in third to sixth generation Civics. Hasport makes engine swap kits to make these conversions a relatively simple weekend project. A slightly warmed over B engine in a Civic, especially a light third- to fifth-generation Civic, has the potential to be a low-buck giant killer.
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Old 12-28-2004, 08:52 PM   #3 (permalink)
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^^^ You're an idiot. That didn't even answer the guys question. It just goes on about how Honda's B series is the best, well, we all knew that. Except that the K series is stronger and taking over the B series, but that's another topic.

To answer the original question, no the HF tranny will not bolt up to the B16, since it's a D series tranny. You're better off buying the B16 swap as a full swap kit, you'll save some coin that way.

*edit*

Forgot to add, you'll need a mount kit for the B16. HASport makes the best quality mounts, and they'll cost a few hundred.
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Old 12-28-2004, 09:18 PM   #4 (permalink)
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Thanks

Thanks xlr8
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Old 12-29-2004, 01:08 AM   #5 (permalink)
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Quote:
Originally Posted by 2jzSuPRaTT
Whats the point? can u tell us why your mind just made up that question?
DUmbass ***** that dont know a rats shit about b-series.
READ THIS DUMBASS AND YOU MIGHT LEARN SOMETHING.

The Honda B-series engine can be likened to the venerable small block Chevy. It has powered two generations of hot rodders and is still going strong for the domestic camp as the engine of choice for an amazing third generation. Conceived in the mid '50s, the small block Chevy is stronger than ever, pumping out more than 400 hp in the latest Corvette Z06. In racing, the mouse engine, as it's affectionately called, serves yeoman duty propelling the fastest Winston Cup cars and many classes of domestic drag racing to victory. Even though the engine's design is older than most of us and has a crude (by today's standards) pushrod OHV, two-valve head architecture, the latest variants of this engine have an impressive power density. It has always been popular to the performance crowd and has tremendous aftermarket support, the best for any engine ever made.

The Honda B-series engine is the import enthusiast equivalent to the small block Chevy. It has enjoyed tremendous popularity as the performance engine of choice for the Honda/Acura nut. Stock in the Acura Integra, del Sol Si and the Civic Si, the B-series is also a popular and very easy swap into the lightweight Civic, making the classic hot rod: a powerful engine swapped into the most compact and light chassis. Since the B engine was available even more widely in the Japanese domestic market (JDM), there's an abundance of relatively cheap used JDM engines imported here to serve as a base for hybrid Civic swaps or other build-ups.

The B-series has gone through an evolution of sorts. The final most developed version is the B18C5, the rare powerplant found under the hood of the Integra Type R. This variant of the B-series pumped out an impressive 195 hp in stock naturally aspirated form. This is an amazing feat of more than 100 hp per liter, more than some factory turbocharged and supercharged engines. The B16A, first found under the hood of the del Sol Si was the first production auto engine to produce more than 100 hp per liter.

Honda's superior engineering helps the B engine put out amazing levels of power from small displacements. The B is blessed with excellent combustion chambers of a pentroof design, featuring a shallow included angle. This helps efficiency, as a shallow included angle has a lower surface-to-volume area to insure that more heat energy is used to drive the piston rather than heat the water jacket. The intake and exhaust ports, as well as the valves, are generously sized and contoured correctly for excellent flow right out of the box. Many variants of the B engine also have generous quench zones in the cylinder head to help improve combustion stability by improving fuel-air mixing and turbulent combustion.

The big B also features a lightweight die cast aluminum block with strong semi-girdled main caps and a fully counterweighted high alloy steel forged crankshaft. Forged high alloy steel rods with large bolts and generous caps combined with an excellent oiling system make bottom end failure on these engines almost unheard of.
Unfortunately, the year 2001 was the production swan song of the mighty B engine. But fear not Honda fans. The B's easy availability on the used market and the tons of aftermarket support for this engine family will ensure the engine's longevity in the world of import performance. Most of the B engine's parts interchange between variants, making all sorts of interesting power and displacement combinations possible. This interchangeability also increases the used parts pool considerably. I'd bet many of these engines will be hopped up many years from now as hot rod projects for some of us when we retire, much like the small block Chevy is the engine of choice for the aging baby boomers retirement project T-Bucket.

The first of the popular B engines were the B18A (1990-1993) and B18B (1994-2000), commonly known as the "LS " engine (they were standard equipment for the LS Acura Integra from 1990 to 2000). These engines feature a bore of 81mm and a stroke of 89mm for a displacement of 1835cc and a compression ratio of 9.2:1. These engines pumped out 140 hp, an impressive amount of power for the displacement even today. LS engines don't have the much-desired VTEC but respond well to mods. The LS enjoys plenty of aftermarket support and are cheap and plentiful in junkyards for those wishing to make a low-buck but potent hybrid Civic. With the long 89mm of stroke, these engines are known to put out more torque than your average Honda.

The first of the VTEC B engines was the B17A1, making its appearance in the 1992-1993 Integra GS-R. This somewhat rare engine featured a 81mm bore with a 81.4mm stroke for a displacement of 1678cc and a compression ratio of 9.7:1. This first use of VTEC in a U.S. domestic market Honda four-cylinder pumped out an impressive 160 hp. Strangely, this engine was smaller than the base LS Integra engine. Why Honda/Acura chose to do this is beyond us. The B17A1 head on the B18A1-B1 bottom end would've been awesome.

The next VTEC B engine to hit our shores was the small but mighty B16A2-A3 which powered the 1995 to 1999 del Sol Si VTEC. The mighty mite featured a 81mm bore with a short, high revving 77mm stroke. With 1587cc of screaming power and a high 10.2:1 compression, the little B16A pumped out 160 hp, making it the first mass produced naturally aspirated engine to put out more than 100 hp per liter. In 1998 to 2000 the B16A also powered the mighty sixth-generation Civic Si. The closely related, almost identical or JDM B16A was available in Japan on many vehicles from 1989 to 2000, making this a fairly common and cheap engine in the import junkyards. The JDM B16A is an ideal engine to drop into your third to sixth generation Civic to give it a fairly economical VTEC fix. The JDM B16A head can also be grafted onto non-VTEC B engines to convert them to VTEC fairly cheaply.

In mid 1993, the Integra GS-R was given a greater power fix in the form of the highly desirable B18C1. This VTEC engine featured an 81mm bore and an 87.2mm stroke and a high 10:1 compression ratio, resulting in 170 hp. The import junkyard available JDM B18C1 was almost identical but had a higher 10.6:1 compression and made 180 hp. Not only do these engines have a ton of aftermarket support, they also drop right into most third- to sixth-generation Civics with little modification to create a very potent machine. In a lightweight Civic, it's possible to have a docile car that grandma could drive with factory-like reliability and fuel economy that can rip off a high 13-second pass at the strip. In 1997, the B18C5 was introduced in the limited production Integra Type R. This engine pumped out an incredible 195 hp right from the factory. The differences between the B18C1 and the B18C5 are more than you would think. The B18C5 has an open combustion chambered head with little quench, much like the B16A, with the same intake manifold port and bolt configuration as the B16A. The head is hand ported at the factory by Honda technicians. The C5 has a simple intake manifold with larger shorter runners and a larger plenum chamber. The engine also has a very high 11:1 compression with cams featuring higher lift and longer duration. The valve springs have been redesigned for these cams. The exhaust manifold is a fabricated stainless steel tubular header. The good news is these hotter factory parts will interchange along the entire B-series family line.

Perhaps the best and most popular use for a B engine is to be dropped into a small and lightweight Civic. This is especially cool and easy in third to sixth generation Civics. Hasport makes engine swap kits to make these conversions a relatively simple weekend project. A slightly warmed over B engine in a Civic, especially a light third- to fifth-generation Civic, has the potential to be a low-buck giant killer.

wow all of that, and it still didn't answer the poor guys question. Well XLR8 is right, you might as well buy a complete change-over, a change over shouldn't run no more than 1500 for motor tranny ecu, and linkage. don't mount with anything else than HASport, I used Spark and i hate them. Just don't use the factory SiR axles, they are too long and they will snap.
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Old 12-29-2004, 01:47 AM   #6 (permalink)
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im usin avid mounts and im happy with them
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Old 12-29-2004, 02:01 AM   #7 (permalink)
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Price

How much where the avid's and how much are the hasport?? So if Im going to do this is the b16a swap/ Engine,trans,ecu,new mounts all I would need????? Is this a good setup or should I be looking at a diff motor...From looking at the specs the b16a seems like its got some power behind it and it was used in crx not sure what year though???? Also it that obd0 or 1?? If it is 1 do I need to get an obd1 adapter and will i have to rewire any thing?
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Old 12-29-2004, 10:31 AM   #8 (permalink)
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you should get a 1st gen B16 cable trans. You can get everything WITH a mount kit and trans, ECU, shift linkage, Integra axles, motor, EVERYTHING for about $1800 or so. go to www.speed-garage.com and call the tech line his name is Uriah and he can answer all of your ?s. If anyone else needs a swap talk to them they will make sure it gets done right. They also have a "Hyper-Clutch" that is f'in awesome. I love it.....get one w your swap if you can afford the extra $$$ its WORTH it....
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Old 12-29-2004, 10:49 AM   #9 (permalink)
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Smile Thanks for the info

Hey Death thanks for the info, I looked over there site and compared it to others...It seems like they have fair prices and may be a good company to work with...I do have the money to work with. Did you ever have any problems with them??? Such as condition of parts,motor run, right parts, how was the shiping, is there any thing that you where not happy about this company...Thanks for the info and if any one else has any good sites for me to look at to get complete swaps...Perfer site you have order from and have not had probs or big prbs any ways...Thanks every one
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Old 12-29-2004, 10:54 AM   #10 (permalink)
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Well I know the owner his name is Uriah. He is the older brother of my best friend and we all go way back. I have ordered parts thru him before and he will always always always try and get u the best deal and if he cannot he will just tell you he cant get it that cheap or whatever and to just go somewhere else he wouldnt ever rip someone off. I have bought a whole suspension setup through him before and a Energy Suspension Hyper Flex Master Kit for a good deal and he is pretty quick about getting the parts in fast. I would definitely recommend Speed Garage over any other shop IMO.
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Old 12-29-2004, 02:33 PM   #11 (permalink)
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ok

Thanks
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Old 12-29-2004, 11:22 PM   #12 (permalink)
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the avid mounts are good and did not have any problems with them
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Old 12-30-2004, 07:30 AM   #13 (permalink)
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Quote:
Originally Posted by 2jzSuPRaTT
Whats the point? can u tell us why your mind just made up that question?
DUmbass ***** that dont know a rats shit about b-series.
READ THIS DUMBASS AND YOU MIGHT LEARN SOMETHING.
dude...cutting and pasting from an article you saw in a magazine (HT)? good job helping hondaracer2004 out...idiot. at least acknowledge the guy that actually wrote the article...mike kojima.
http://www.hondatuningmagazine.com/tech/0203ht_killerb/
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Old 12-30-2004, 07:47 AM   #14 (permalink)
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Quote:
Originally Posted by HondaRacer2004
Does any one know if the b16a Vtec motor will work with the transmision on a 1990 Crx HF. original motor was the d15b6...Also it should fit right in right or not??? Thanks for the help guys


No


The HF tranny has different mounting holes on the bellhousing, and the input shaft is different, basically for the most part "B to B", "D to D".


If your planning a b16 swap on your HF, your gonna need Knuckles from either an SI or DX, the HF knuckles will not work with integra halfshafts.
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Old 12-30-2004, 10:50 AM   #15 (permalink)
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OK

I do know that all ready but thanks for the help. I might try to find some at junk yard and have the bearing redone..or maybe new ones im not sure yet
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