1st Gen Basic B-Series Swap Tech
Covering the basics
Integra’s between 1986 and 1989 came with d16’s that are essentially ZC’s. Now, using basic logic it becomes clear that swapping in a B-series motor is not a bolt in affair. However, Hasport has currently announced that they do have a mount kit for this motor and other companies will certainly follow. The most common engine to use is the first generation B16, but any B-series motor will fit. What makes this swap very intriguing is the Integra’s lightweight shell that weighs around 2200lbs. Compared to newer heavier Integra’s the power to weight ratio can become very advantageous.
Here is what you’ll need:
* ECU: PR3
* Custom Air Intake
* Throttle Cable from 92, 93 GSR or modify B16 throttle cable
* Rear Bracket from 99 Civic Si
* Hasport Shift Linkage, or modify B16 shift linkage
* Hasport engine mount kit
* VTEC wires
* Hasport Axles or Custom Axles from a place like www.driveshaftshop.com
The Swap:
Any engine can be used, whether you chose the B18C, B16A2 or first generation B16. The key is finding a cable transmission or getting a cable conversion kit from a place like Hasport. Its not uncommon for a skilled machinist to make this conversion kit, if supporting Hasport is not something you’re interested in doing. For the sake of this article, we’ll assume you’ve chosen the first generation B16A because of its lower price and cable transmission. The factory intake included with the swap will not bolt up, so a custom air intake will have to be made. This is very easy and just requires purchasing a filter from any car parts store. To make the Throttle cable work requires one of two things. First, if you’re piecing this swap together its easiest to find a 1st generation GSR throttle cable because this is the appropriate length. Modifying the included Throttle cable is also possible and can be done by routing it in a different position. Regarding the engine mounts, at this point you’ll need to purchase them from Hasport. They have chosen to utilize the rear bracket from a 1999-2000 Civic Si because this bracket keeps the motor closer to the firewall. Different axles are also needed for this swap. Again, Hasport makes axles for this application, however other places like The Drive Shaft Shop will gladly make axles for you as well.
Wiring:
According to Sport Compact Car, the electronics are different in the first generation Integra’s. In order to make this swap work one of several things will need to be done. Either you can call up Hasport once again and get a wiring harness from them or add the appropriate wires by yourself. The carside harness lacks the number one cylinder position sensor, idle air control sensor, and vehicle speed sensor. By checking the position of these wires on the engine side harness you can pin wires in yourself and pin them into the ecu on the corresponding side.
B5 is the pin position for the VTEC oil pressure switch.
A8 is the position for the VTEC solenoid.
B19 is the pin position for the knock sensor.
Some other factors to consider:
As everyone knows there are always other considerations that need to be made when swapping in a motor that didn’t come in OEM trim. DA1 and DA3 Integra’s only came with power steering. This means a manual power steering rack will need to be located from a 84-87 civic or the power steering rack will need to be capped off. You’ll also need a shorter alternator belt and SCC suggests a belt from Gates, Part number 040285.
After following these instructions the swap should go relatively smoothly. Because the older cars have less complicated wiring schemes its easier to deal with newer engines into this car. For example, if putting an OBD2 motor into a first generation Integra is your objective, it would be best to find a pre-OBD B16A engine side harness. This would make wiring less complicated, as you would otherwise need to make your own conversion harness to accommodate the newer motor.
Sources: Cory Thompson, Sport Compact Car
Covering the basics
Integra’s between 1986 and 1989 came with d16’s that are essentially ZC’s. Now, using basic logic it becomes clear that swapping in a B-series motor is not a bolt in affair. However, Hasport has currently announced that they do have a mount kit for this motor and other companies will certainly follow. The most common engine to use is the first generation B16, but any B-series motor will fit. What makes this swap very intriguing is the Integra’s lightweight shell that weighs around 2200lbs. Compared to newer heavier Integra’s the power to weight ratio can become very advantageous.
Here is what you’ll need:
* ECU: PR3
* Custom Air Intake
* Throttle Cable from 92, 93 GSR or modify B16 throttle cable
* Rear Bracket from 99 Civic Si
* Hasport Shift Linkage, or modify B16 shift linkage
* Hasport engine mount kit
* VTEC wires
* Hasport Axles or Custom Axles from a place like www.driveshaftshop.com
The Swap:
Any engine can be used, whether you chose the B18C, B16A2 or first generation B16. The key is finding a cable transmission or getting a cable conversion kit from a place like Hasport. Its not uncommon for a skilled machinist to make this conversion kit, if supporting Hasport is not something you’re interested in doing. For the sake of this article, we’ll assume you’ve chosen the first generation B16A because of its lower price and cable transmission. The factory intake included with the swap will not bolt up, so a custom air intake will have to be made. This is very easy and just requires purchasing a filter from any car parts store. To make the Throttle cable work requires one of two things. First, if you’re piecing this swap together its easiest to find a 1st generation GSR throttle cable because this is the appropriate length. Modifying the included Throttle cable is also possible and can be done by routing it in a different position. Regarding the engine mounts, at this point you’ll need to purchase them from Hasport. They have chosen to utilize the rear bracket from a 1999-2000 Civic Si because this bracket keeps the motor closer to the firewall. Different axles are also needed for this swap. Again, Hasport makes axles for this application, however other places like The Drive Shaft Shop will gladly make axles for you as well.
Wiring:
According to Sport Compact Car, the electronics are different in the first generation Integra’s. In order to make this swap work one of several things will need to be done. Either you can call up Hasport once again and get a wiring harness from them or add the appropriate wires by yourself. The carside harness lacks the number one cylinder position sensor, idle air control sensor, and vehicle speed sensor. By checking the position of these wires on the engine side harness you can pin wires in yourself and pin them into the ecu on the corresponding side.
B5 is the pin position for the VTEC oil pressure switch.
A8 is the position for the VTEC solenoid.
B19 is the pin position for the knock sensor.
Some other factors to consider:
As everyone knows there are always other considerations that need to be made when swapping in a motor that didn’t come in OEM trim. DA1 and DA3 Integra’s only came with power steering. This means a manual power steering rack will need to be located from a 84-87 civic or the power steering rack will need to be capped off. You’ll also need a shorter alternator belt and SCC suggests a belt from Gates, Part number 040285.
After following these instructions the swap should go relatively smoothly. Because the older cars have less complicated wiring schemes its easier to deal with newer engines into this car. For example, if putting an OBD2 motor into a first generation Integra is your objective, it would be best to find a pre-OBD B16A engine side harness. This would make wiring less complicated, as you would otherwise need to make your own conversion harness to accommodate the newer motor.
Sources: Cory Thompson, Sport Compact Car
