2nd Gen Integra - B-series Swap Info
Swapping a B-series motor into the 2nd Generation Integra is much easier when compared to the first generation swap. Fortunately for Integra owners, Honda made the B18A standard in every Integra. Combine this with standard rear discs and a more refined shell makes this car an excellent candidate for a swap. Several motors are available and make for good swap candidates, including the first generation B16A, which was offered in the JDM Integra XSi and CRX SiR, B17A1, B18C1 and B18C5. Fortunately, mounts from Hasport will not be needed for these swaps, however, a cable transmission will make this swap easier. Finally, the OBD of the vehicle is another aspect of this swap that has to be addressed. Pre-92 vehicles are OBD0 while the 92 and 93 models are OBD1. This is explained in detail in this article.
Here is what you’ll need:
* ECU:
o PR3 (for 90,91 Integra’s)
o P61 (for 92,93 Integra’s)
o OBD1 P72 (for 92,93 Integra’s)
* Custom Air Intake
* VTEC wires
The Swap:
To make this easier lets split the 2nd Generation Integra’s into two groups. OBD0 and OBD1.
For OBD0 (1990,1991) Integra’s the easiest swap is the B16A. In Japan this motor was featured in the Integra from the factory, which means it’s a bolt in affair. VTEC wires will need to be added, most specifically VTEC oil pressure sensor, Knock Sensor, VTEC Solenoid. To use a B17A or B18C (OBD1) some other adjustments will need to be made. First, the use of an OBD0 distributor along with the PR3 will make the swap almost identical to the B16A swap. Using OBD0 injectors is also necessary to make the wiring go smoother. As far as the transmission, any cable transmission will work. Ideally, the transmission that comes with the B16A or B17 is best. However, using the LS transmission will also work and may be better for turbo setups because of its longer gearing. The shift linkage and mounts will all work perfectly as long as they’re in good working condition.
For OBD1 Integra’s (1992,1993) things are made less complicated because the B17A is offered in the GS-R.
IMPORTANT NOTE: If you have this motor, keep it in your car, swapping for a B18C is not worth your time. That said, the B17A will be the easiest and most straightforward swap based on what has already been said. The ECU, Injectors and distributor are all OBD1 while it comes with a cable transmission. Again, the three wires for VTEC will need to be checked and besides this, the swap is very simple. Bolting the B18C into your LS/GS/RS isn’t much harder. The main difference is the hydro transmission that is offered with the B18C. One of two things can be done, either you can find a cable transmission or you can call Hasport to get their hydro-cable conversion kit. As far as ECU, an OBD1 P72 is an excellent choice. The P61 can also be used however the redline and fuel curves will be slightly different which isn’t as desirable unless a piggyback VTEC controller can be added and tuned.
In conclusion, this swap is not as complicated compared to first generation Integra’s or 4th Generation Civics. As long as you consider the OBD of the vehicle and wire properly for VTEC you should be all set and free of check engine lights. For further questions, refer to the forums on our site.
Sources: Cory Thompson
Swapping a B-series motor into the 2nd Generation Integra is much easier when compared to the first generation swap. Fortunately for Integra owners, Honda made the B18A standard in every Integra. Combine this with standard rear discs and a more refined shell makes this car an excellent candidate for a swap. Several motors are available and make for good swap candidates, including the first generation B16A, which was offered in the JDM Integra XSi and CRX SiR, B17A1, B18C1 and B18C5. Fortunately, mounts from Hasport will not be needed for these swaps, however, a cable transmission will make this swap easier. Finally, the OBD of the vehicle is another aspect of this swap that has to be addressed. Pre-92 vehicles are OBD0 while the 92 and 93 models are OBD1. This is explained in detail in this article.
Here is what you’ll need:
* ECU:
o PR3 (for 90,91 Integra’s)
o P61 (for 92,93 Integra’s)
o OBD1 P72 (for 92,93 Integra’s)
* Custom Air Intake
* VTEC wires
The Swap:
To make this easier lets split the 2nd Generation Integra’s into two groups. OBD0 and OBD1.
For OBD0 (1990,1991) Integra’s the easiest swap is the B16A. In Japan this motor was featured in the Integra from the factory, which means it’s a bolt in affair. VTEC wires will need to be added, most specifically VTEC oil pressure sensor, Knock Sensor, VTEC Solenoid. To use a B17A or B18C (OBD1) some other adjustments will need to be made. First, the use of an OBD0 distributor along with the PR3 will make the swap almost identical to the B16A swap. Using OBD0 injectors is also necessary to make the wiring go smoother. As far as the transmission, any cable transmission will work. Ideally, the transmission that comes with the B16A or B17 is best. However, using the LS transmission will also work and may be better for turbo setups because of its longer gearing. The shift linkage and mounts will all work perfectly as long as they’re in good working condition.
For OBD1 Integra’s (1992,1993) things are made less complicated because the B17A is offered in the GS-R.
IMPORTANT NOTE: If you have this motor, keep it in your car, swapping for a B18C is not worth your time. That said, the B17A will be the easiest and most straightforward swap based on what has already been said. The ECU, Injectors and distributor are all OBD1 while it comes with a cable transmission. Again, the three wires for VTEC will need to be checked and besides this, the swap is very simple. Bolting the B18C into your LS/GS/RS isn’t much harder. The main difference is the hydro transmission that is offered with the B18C. One of two things can be done, either you can find a cable transmission or you can call Hasport to get their hydro-cable conversion kit. As far as ECU, an OBD1 P72 is an excellent choice. The P61 can also be used however the redline and fuel curves will be slightly different which isn’t as desirable unless a piggyback VTEC controller can be added and tuned.
In conclusion, this swap is not as complicated compared to first generation Integra’s or 4th Generation Civics. As long as you consider the OBD of the vehicle and wire properly for VTEC you should be all set and free of check engine lights. For further questions, refer to the forums on our site.
Sources: Cory Thompson
