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in order to do this swap you have to modify the existing harness. you use the integra dizzy by the way with a b18a. you will need an additional 4 wires for it to work. you will need to relocate the wire at b10 to c1 and wire at b12 to c2. this is for the crank angle sensor. next you'll...

why not just pull each speaker, look at the wire colors and find them back where the stereo mounts. you should end up with three more wires batt, grd, ign.

no one has any ideas or thoughts? any skepticism?

i was having an idea about this while looking at hasport's ecu comparison chart. under normal circumstances the setup would require you to run 4 wires: 2 injector wires and 2 for the cylinder sensor. this really didn't appear necessary to me being that dpfi and mpfi use the same injector pin...

i am in the same position as you i have 90 crx dx and will be doing the same swap as you. from what i have gathered the easiest thing would be to modify the existing harness in the dx. only four wires will have to be run. 2 wires for the cylinder sensor and 2 injector wires. only reason i...

what about the crank angle sensor? my brother in-law had what appears to be your same problem.

what crx do you have? is it a dx?

you already have all you need with exception of the motor mounts. being you have an si it should plug to the si harness. the only things you should have to do is put a dent in the driver side frame rail just below the strut tower. make sure the dent is about 1/4" - 1/2" deep. after you mount...

NO, it only has eight because of the 8 valve head.

head gasket is not the problem with this swap. your problem is going to be in the pistons. you'll be running a 16 valve head with 8 valve pistons (contact will occur). you need either the si or dx pistons to go with it.

does your hf have the stock engine in it? if so i would personally use the hf manifold over the dx any day dpfi sucks. get rid of the dpfi and get a si ecu. if using the hf block next problem you'll run into is that the valves will make a lovely tapping sound against the pistons. hf model...

if someone don't mind please explain the reasoning of this. as i and a lot of others understand it you only get an improvment. as i have always understood it an engine will use more gas under load. now a stock flywheel will weigh twice as much as an aftermarket one. with that in mind it will...

sounds alright but the ctr rods won't work as they are not long enough you'll need to go custom. also, if you go with gsr pump you'll need gsr timing belt. i think the best combo would be to stay with ls crank, eagle rods, ctr pistons and have balanced. as far as the p&p i wouldn't worry about...

i would say get the b18b turbo. (more potential) the gsr is a great though but the b18b would come out on top. also something you could consider even after you went turbo is ls/vtec with a turbo for the same price as a gsr. look for deals they are out there.

the top end of the motor doesn't dictate how fast the engine can spin just how well it breathes. the bottom end controls that. the engine isn't able to spin high rpms due to bad r/s. if you want the engine to spin 9k rpm safely, fortify the bottom. the b18a were only meant to spin up about...

you might be able to come out a little cheaper by going to a salvage yard and geting most of the parts you need. axles would be from a 90-93 integra ls, 88-91 civic/crx si or 90-93 integra wiring harness, use 90-93 integra ecu, you canget a shift linkage from hasport, place racing, etc. or...

the stock linkage won't work. you'll need to get a shift linkage from hasport, place racing, etc. or get 90 - 93 integra linkage and have shortened.

to answer the question all b series motors bolt to any b series trans. you can use either a hydro or a cable trans. for a car equipped with cable trans., I believe hasport makes a conv kit to enable you to put a hydro trans in a cable trans car.