Keegan’s 1990 Honda CRX B18C swap 98+ spec JDM B18C-R Matching LSD transmission. Stock aside from Acura RDX 310cc injectors. Tuned on Hondata s300 V3 -Monotech custom engine harness (highly recommend Monotech) -Hasport EFB2 swap mounts -Hasport EFBLINK shift linkages -Hasport EFBHCL cable to hydraulic clutch conversion brackets -Innovative pro series cross member/traction bars -94-01 integra axles -Denso radiator from a 90-93 integra (inexpensive, bolts right in and allows you to use stock electric fan and shroud) -94-01 integra radiator hoses -PLM TA header -PLM 2.5” High flow catalytic converter -Yonaka 2.5” catback exhaust -Fortune 500 series coilovers -cheap ebay front strut tower brace Thanks to John at LHT Performance for the inspiration, and Huge thanks to the guys at Rudz Racing, Mikeyspec, John from Boostybuilt, Monotech, eBay sellers that still sell OEM honda parts, countless Honda-tech threads and users from 10-20 years ago, and lastly MakeItSo on RUclips for showing me how to avoid bashing my frame rail by using a D-series alternator pulley.
I did not. I actually used the D series alternator pulley. Had a friend machine out the hole to match the diameter of the B series alternator. It left me just enough room to use a small belt and refrain from bashing in the frame rail.
@@HondaRider137 well that takes all the fun out of doing the b series swap if you don’t have to beat the rail with a bfh to clearance the alternator pulley lol.
A stock 87 Si with 5 speed and 90hp listed a 0-60 of around 8.7 seconds and a quarter around 16.7. Doubling the power in that little car is easily going to drop these numbers by 2 to 3 seconds.
I miss those days. I had a 90 Civic hatchback with a B16a in it. After that, I owned a 91 Integra and a 00 Civic Si. Hondas were so easy to work on back then. Nice job on the build.
The d15b2 with p08 with carb and cam is a lot more fun with short gear transmission and the best for a crx streets monster to peppy and really beautiful to drive in cities and highway and country roads is my opinion I have one she sounds tuff look tuff and fast enough to play with vtec crap and turbos my pull from 2500 to 7200 and that weber with timing cam lighter flywheel and compression is my vtec and turbo asta la vista baby plus she only weight around 1600 pounds jjjjj mambo king born in the byouooooo ccr
Just swap it lol ,and wire it for vtec ,and dohc,new motor mounts ,cable to hydralic conversions diff axles ,and diff shift cables 👌still not hard but more to it than just putting a dohc vtec in place of a non vtec single cam
i was about to say. that most definitely did NOT swap right in. i wish it was that easy lol. its not an impossible undertaking but it’s way more complicated than he made it seem.
Alright, what I don't get is that Honda released a B18 that made 200 horsepower. Then they released a K20 that made 200 horsepower. Then they released a K24 that made... 200 horsepower. Where was the progress back then?
The B18C made 195hp I think, K20 made 220hp in Japan in 2001 and then officially 225hp (actually 240hp, the same as an S2000) in 2007-2011 on the FD2 Civic Type R. It was only the lower compression international versions that made less (officially 197-20X, actually about 205-210hp). The Civic Si was detuned with different parts than the Japanese market Civic Type R K20A, as was the RSX Type S compared to the Japanese market Integra Type R (DC5). Why did Honda detune the international versions? It's had to say. Firstly, Japan has 100 RON octane fuel which isn't available elsewhere, the detuned versions are able to run on 95 RON / 91 AKI. Why the lower rev limit, different headers, smaller throttle body, milder cams, less compression? I don't know, it's a shame. Maybe something to do with warranty considerations. 😐 Anyway, you can easily modify an international version K20 to similar levels of power or more as the Japanese one. Drop-in cams is the main difference inside the engine to bring it closer to the Japanese version. Lacking 0.5-0.7 of compression from the international-spec pistons doesn't make that much difference. The rest of the difference to the Japanese engine is exclusively bolt-on stuff (bigger throttle body, intake manifold, headers etc -- note: Civic Si has the balance shaft version of the oil pump, RSX Type S has exactly the same oil pump as the Japanese version).
@@mattoramaHonda cares about that as they have to meet the rules. By 2011, the K20 dual VTEC engine did not meet emissions regulations to be allowed for sale anymore, hence changing to the TSX K24Z3 engine for the Civic Si and the K20 also being dropped from the Civic Type R until the K20C turbocharged engine was developed for the return of the Civic Type R in 2015 (the FK2 model that was only sold in Europe and Japan). Therefore I think people should be more supportive of Subaru and Toyota still selling the old school FA24 NA engine in the GR86 and BRZ, getting it to make good power now (they'll only sell it for one year in Europe before it no longer meets emissions there), despite its negative impact on their US CAFE fuel economy scores!
😅😅😅 i have a 1989 crx amigo look likea old school style race car and sounds like old school style race car.original d15b2 block with po8-3 head y8 head gasket bore mild better spring and retainers 272 Delta cam regrind obdo ECM and distributor on a weber carb old school style ccr born in the byouooooo.The d engines is the best of all easy to maintenance cheap gd on gas reliability the best simple combos even the transmissions can be changed to lower gears ratios and believe me no computer crap turbo vtec neither only a simple old school style set up and around 10.1 to 11.1 compression nice simple combo to play on the streets and have fun and can drive any place with out worries CCR born in the byouooooo amigo
Keegan’s 1990 Honda CRX B18C swap
98+ spec JDM B18C-R
Matching LSD transmission.
Stock aside from Acura RDX 310cc injectors. Tuned on Hondata s300 V3
-Monotech custom engine harness (highly recommend Monotech)
-Hasport EFB2 swap mounts
-Hasport EFBLINK shift linkages
-Hasport EFBHCL cable to hydraulic clutch conversion brackets
-Innovative pro series cross member/traction bars
-94-01 integra axles
-Denso radiator from a 90-93 integra (inexpensive, bolts right in and allows you to use stock electric fan and shroud)
-94-01 integra radiator hoses
-PLM TA header
-PLM 2.5” High flow catalytic converter
-Yonaka 2.5” catback exhaust
-Fortune 500 series coilovers
-cheap ebay front strut tower brace
Thanks to John at LHT Performance for the inspiration, and Huge thanks to the guys at Rudz Racing, Mikeyspec, John from Boostybuilt, Monotech, eBay sellers that still sell OEM honda parts, countless Honda-tech threads and users from 10-20 years ago, and lastly MakeItSo on RUclips for showing me how to avoid bashing my frame rail by using a D-series alternator pulley.
LHT is an amazing shop.
What air intake is that?
It’s nice that owner still washes it and keeps it clean despite the paint job.
What a cool car, thanks Keagan for doing that & letting Zack review it!
Way to go Keagan! Go enjoy the fruits of your labor, bro!
Your happy laugh is infectious ❤
That pure Honda sound. Magnificent.
Thank you Keagan 💖
My family used to own that exact car glad to see it with a good new owner
Thank you Keegan
Thank you Keagan!!
I am so envious. Wow! Great video Zack and awesome job on the transformation Keagan!
Thank you Keagan
Are those Panasports? Nice ride bro.
Had 15" on my Silver 88 CRX Si with a stock B18A. Miss my ride.
dont let that man lie to you it didnt just bolt right in he had to beat in the drivers side frame rail to make room for the alternator pulley
I did not. I actually used the D series alternator pulley. Had a friend machine out the hole to match the diameter of the B series alternator. It left me just enough room to use a small belt and refrain from bashing in the frame rail.
@@HondaRider137 well that takes all the fun out of doing the b series swap if you don’t have to beat the rail with a bfh to clearance the alternator pulley lol.
A stock 87 Si with 5 speed and 90hp listed a 0-60 of around 8.7 seconds and a quarter around 16.7. Doubling the power in that little car is easily going to drop these numbers by 2 to 3 seconds.
I miss those days. I had a 90 Civic hatchback with a B16a in it. After that, I owned a 91 Integra and a 00 Civic Si. Hondas were so easy to work on back then.
Nice job on the build.
They still are easy to work on.
I got to drive an h22 powered 93 civic hatch and it was so much fun and not to mention usable during winter!!
nice car man. I miss that era of honda cars.
When I farted in a crowd and nobody knew it was me 3:10
What a cool car, great job Keagan love it
Apart from the swap that is just perfect, the right engine for the car, I also love how it looks, and those new wheels are beautiful!
It's uncommon to see a Honda that's all go, no show. It's more common to hear these buzzing down the road all show, no go.
Especially when Julio is behind the wheel.
I just traded my built T/A. For a 92 hatch. B18C1 with b16 heads. Engine built to handle 1000hp but right now 650whp
I used to LOVE these cars.
remember when you can build something similar to this for $5k or less? That shit ain't coming back ever.
Man, that thing is sweet!
I like that laugh -JB
Damn, looks fun. Excellent car.
Honda noises. Love me some Honda noises.
Does the glass sunroof works well? Any leaks? Sunroof looks nice! . I want to do the same on mine.
i love your review o the crx
Awesome!
Car deserves a nice paint job i reckon
Can we get the specs on the newer wheels toward the end of the vid please? Look like RBR but what size and offset please?
Funniest ricer review yet. 😂😂😂
I had an 88 SI I loved that damn car. Rust made me sell it
Same wheels as mine.
Dat second gear
The d15b2 with p08 with carb and cam is a lot more fun with short gear transmission and the best for a crx streets monster to peppy and really beautiful to drive in cities and highway and country roads is my opinion I have one she sounds tuff look tuff and fast enough to play with vtec crap and turbos my pull from 2500 to 7200 and that weber with timing cam lighter flywheel and compression is my vtec and turbo asta la vista baby plus she only weight around 1600 pounds jjjjj mambo king born in the byouooooo ccr
Just swap it lol ,and wire it for vtec ,and dohc,new motor mounts ,cable to hydralic conversions diff axles ,and diff shift cables 👌still not hard but more to it than just putting a dohc vtec in place of a non vtec single cam
i was about to say. that most definitely did NOT swap right in. i wish it was that easy lol. its not an impossible undertaking but it’s way more complicated than he made it seem.
I like this a lot love the windows and sunroof
Do you know what sunroof panel that is?
I own a dx 👍🏾
sweet car
Wow what a sound
Alright, what I don't get is that Honda released a B18 that made 200 horsepower. Then they released a K20 that made 200 horsepower. Then they released a K24 that made... 200 horsepower. Where was the progress back then?
the progress doesnt go towards speed, it goes to efficiency (in emissions)
@@Sheltur_0311 Emissions? Who the hell buying a high performance Honda cares about that?
The B18C made 195hp I think, K20 made 220hp in Japan in 2001 and then officially 225hp (actually 240hp, the same as an S2000) in 2007-2011 on the FD2 Civic Type R. It was only the lower compression international versions that made less (officially 197-20X, actually about 205-210hp). The Civic Si was detuned with different parts than the Japanese market Civic Type R K20A, as was the RSX Type S compared to the Japanese market Integra Type R (DC5).
Why did Honda detune the international versions? It's had to say. Firstly, Japan has 100 RON octane fuel which isn't available elsewhere, the detuned versions are able to run on 95 RON / 91 AKI. Why the lower rev limit, different headers, smaller throttle body, milder cams, less compression? I don't know, it's a shame. Maybe something to do with warranty considerations. 😐
Anyway, you can easily modify an international version K20 to similar levels of power or more as the Japanese one. Drop-in cams is the main difference inside the engine to bring it closer to the Japanese version. Lacking 0.5-0.7 of compression from the international-spec pistons doesn't make that much difference. The rest of the difference to the Japanese engine is exclusively bolt-on stuff (bigger throttle body, intake manifold, headers etc -- note: Civic Si has the balance shaft version of the oil pump, RSX Type S has exactly the same oil pump as the Japanese version).
@@mattoramaHonda cares about that as they have to meet the rules. By 2011, the K20 dual VTEC engine did not meet emissions regulations to be allowed for sale anymore, hence changing to the TSX K24Z3 engine for the Civic Si and the K20 also being dropped from the Civic Type R until the K20C turbocharged engine was developed for the return of the Civic Type R in 2015 (the FK2 model that was only sold in Europe and Japan). Therefore I think people should be more supportive of Subaru and Toyota still selling the old school FA24 NA engine in the GR86 and BRZ, getting it to make good power now (they'll only sell it for one year in Europe before it no longer meets emissions there), despite its negative impact on their US CAFE fuel economy scores!
😅😅😅 i have a 1989 crx amigo look likea old school style race car and sounds like old school style race car.original d15b2 block with po8-3 head y8 head gasket bore mild better spring and retainers 272 Delta cam regrind obdo ECM and distributor on a weber carb old school style ccr born in the byouooooo.The d engines is the best of all easy to maintenance cheap gd on gas reliability the best simple combos even the transmissions can be changed to lower gears ratios and believe me no computer crap turbo vtec neither only a simple old school style set up and around 10.1 to 11.1 compression nice simple combo to play on the streets and have fun and can drive any place with out worries CCR born in the byouooooo amigo
Hell yeah don’t ever paint it
Second
First
Swapped and/or tuned cars have never interested me. Stock cars? 😍🤌👌
Thank you Keagan ❤
Awesome!