nicked this of another forum
So you’re ready to make some serious power in your EG or EK-chassis Civic, but you’re unsure of where to start? Should you keep your stock D-series engine and build it up? Should you perhaps swap in a B16 or B18? What about the new K-series motors?
The following overview should give you a good idea of what engines are available to swap into your car, and the pros and cons of each when installed into a Civic chassis. Please note: this is not a complete list of every single engine that can be swapped into a 92-00 Civic, but it does cover most of the commonly swapped motors.
Engine
Vehicle of Origin/Source
Positives
Negatives
D15/D16
Found in a variety of 92-00 Civic models, both USDM & JDM
Easy to find and inexpensive
OEM parts are cheap and plentiful
Simple and easy to work on
Decent potential when boosted (200+ whp is possible)
Simple bolt-in swap for most 92-00 Civics
Not as much performance potential as other swap motors
Very minimal power gains from bolt-on mods
Forced-induction is the only means of making significant power
Transmissions are typically geared for economy, not performance
B16A
Found in the 93-97 Del Sol Si-VTEC, the 99-00 Civic Si Coupe, and a variety of JDM Civic models (SiR, SiR2, etc.) JDM B16A motors are plentiful
Fairly inexpensive
DOHC VTEC; 160-170 hp in stock form
Good high-RPM power
Aggressively-geared transmissions
Imported JDM motors may have high mileage; USDM B16s are somewhat hard to find
Torque output is rather low (little more than a stock D-series engine)
Must be revved fairly high to make power; performance under 4000 RPMs is comparable to a D-series
B16B (CTR)
Found in the 97-00 Civic Type R (JDM and European markets only)
Highest power output of any B16 engine (185 hp at 8200 RPMs)
Phenomenal high-RPM power and response
LSD-equipped transmission with aggressive gearing
Extremely hard to find and very expensive
Pricing is similar to B18C5 but power output is less
Torque output is still very minimal (only 117 ft/lbs @ 7500 RPMs)
B18A/B (LS)
Found in all 90-01 Integra RS, LS, and GS models
Easy to find and inexpensive (usually cheaper than a B16)
Decent torque output (121-127 ft/lbs)
Decent potential when boosted (200-250 whp is possible)
VTEC heads can be bolted on with minimal modification
No VTEC in stock form
Power output is significantly lower than B16 or B18C motors (ranges from 130 to 142 hp)
Head design flows much less air then VTEC dual-cam heads
LS gears are longer than any other B-series transmissions
B18C (GS-R)
Found in the 94-01 Integra GS-R Good power and torque output (170 hp, 128 ft/lbs)
Good high-RPM power
Good potential for both N/A and forced-induction builds
Responds fairly well to bolt-on modifications
Somewhat expensive and harder to find when compared to B16A and B18A/B engines
Transmission gearing is slightly longer than B16 and Type R gearboxes
B18C (ITR)
Found in the 97-01 Integra Type R (both USDM & JDM models)
Excellent power and torque output (195 hp, 130 ft/lbs)
Excellent high-RPM power and response
Motors are hand built; heads are ported and polished from the factory
LSD-equipped transmission with aggressive gearing
Hard to find and very expensive
Due to a high compression ratio, extensive tuning is required to safely run forced-induction
Use of the JDM ITR motor requires an upgrade to larger hubs; this is due to a different axle size on the JDM version
LS/VTEC
Hybrid motor; created by mating a B18A/B block to a VTEC head
Good combination of high-RPM power and low-RPM torque
Hybrid build allows for customization of engine characteristics
Good upgrade option for those already possessing a B18A/B engine block
Cylinder head, engine block, and ECU must all be sourced separately
B18A/B redline cannot be safely exceeded without valve train upgrades
Reliability can be an issue depending on the quality of the engine build
B20B/Z
Found in the 96-01 CR-V
Fairly easy to find and usually inexpensive
Highest displacement volume of all B-series engines
Excellent torque output (133 ft/lbs at 4200 or 4500 RPMs)
Decent potential when boosted (200-250 whp is possible); a block gaurd or reinforced sleeves are recommended
VTEC heads can be bolted on with minimal modification
No VTEC in stock form
Power output is significantly lower than B16 or B18C motors (ranges from 126-142 hp)
Cylinder walls are relatively weak
B20 transmission cannot be used in a Civic; the gearbox must be sourced elsewhere
Technically considered a light truck motor; will not pass the BAR inspection when installed into a Civic
CR-VTEC
Hybrid motor; created by mating a B20B/Z block to a VTEC head
Good combination of high-RPM power and low-RPM torque
Hybrid build allows for customization of engine characteristics
Good upgrade option for those already possessing a B20B/Z engine block
Cylinder head, engine block, and ECU must all be sourced separately
B20 redline cannot be safely exceeded without valve train upgrades
Pistons from other B-series motors cannot be used due to the B20's 84 mm bore
Reliability can be an issue depending on the quality of the engine build
F22/F23
Found in various 90-02 Accord models
Good torque output (ranges from 137-153 ft/lbs)
Iron sleeves can withstand significant amounts of boost in stock form (200-250 whp is fairly easy to obtain)
Installation requires after-market engine mounts and fabrication
Transmissions are typically geared for economy rather than performance
H22A/H23A
Found in various 92-01 Prelude models and several JDM Accord models Excellent power and torque ouput (190-200 hp and 160 ft/lbs for the H22, 160 hp and 163 ft/lbs for the H23)
Higher initial power output than any B-series engine swap
Not that much heavier than a B-series engine (contrary to popular belief)
Installation requires after-market engine mounts and fabrication
Transmission gearing is typically longer than most B-series gearboxes
Overall cost is comparable to a B18C5 swap when accounting for mounts and fabrication
H2B
Hybrid motor/transmission combination; created by mating an H or F-series motor to a B-series transmission
Allows for use of powerful F/H-series motors with the shorter gear ratios of B16 and Type R transmissions
Eliminates the need for custom engine mounts and transmission tunnel modifications
H2B adaptor plates are expensive (typical cost is $500-$1,000)
Problems with hood fitment may occur, requiring spacers
Engine and transmission must be sourced separately
K20/K24
Found in the 03-07 Accord, the 02-08 Civic Si, the 02-06 CR-V, the 03-08 Element, the 02-06 RSX, and the 04-08 TSX
DOHC i-VTEC produces excellent power and torque output from most models (200+ hp and 140+ ft/lbs from both the RSX Type S and TSX)
Respond very well to bolt-on modifications
Excellent potential when boosted (300+ whp is possible)
6-speed transmissions are available
Engines typically have lower mileage than B or H-series swaps
Most K-series swaps are very expensive ($8,000-$10,000 is typically required to complete a swap into an EG/EK chassis)
Installation typically requires after-market engine mounts and/or fabrication
Tuning requires Hondata's K-Pro or AEM's EMS, which are both expensive
Fewer after-market parts are available at this point, although the list is growing at a rapid rate
F20C/F22C
Found in the 00-08 S2000 Phenomenal power and torque output (240 hp, 153 ft/lbs)
6-speed, LSD-equipped transmission with aggressive gearing
Excellent potential when boosted (300-400 whp is possible)
Rear-drive setup significantly improves traction
Installation into an EG or EK chassis requires massive amounts of fabrication in order to convert the vehicle to rear wheel drive (est: $10-$15,000)
Engines are expensive and difficult to find
Minimal response to bolt-on modifications
