Thinking About A Nose JobI have a 1988 CRX DX and I'm interested in a JDM front end conversion. Will a JDM EF8/SiR front bumper mate with my '88 Rex? I assume I'll need a matching bumper support and maybe a radiator support. What else will I need?Chester B. BellSt. Louis, MO
You're right in thinking that you'll need more than just a front bumper to convert your CRX to a JDM front end. You'll need: bumper, hood, fenders, radiator support, headlights, corner lights, bumper lights, and side markers.
To complete the package you'll want to add fog lights and a front lip. The side moldings on the JDM fenders will not match up with your stock door and quarter moldings, so factor in a set of JDM moldings. Expect to pay between $1000-1500, depending on how complete of a conversion you're looking for.Dr Barrios
Does This Look Normal?I have an '89 CRX Si with B16A swap and the intake manifold gets piping hot, to the point where you can't keep your hand on it. I compared it to my friend's GS-R motor and his doesn't get as hot. Is something wrong with my motor?Kooler Khang Miami, FL
Most intake manifolds get hot. Remember that the only thing separating your manifold from the head is a thin paper gasket. The cylinder head gets very hot and easily transfers heat through the gasket to the intake manifold. While there isn't anything unusual about the phenomenon, it does inhibit your motor by heating up the intake charge. The easy solution is to pick up a Hondata intake manifold gasket. The gaskets are made of a composite material to limit the transfer of heat between head and manifold and thereby decrease power-robbing heatsoak. Expect to pay about $60 for one of these at any Hondata retailer.DB
But First Take Care Of Head?I have a non-VTEC SOHC D16 and bought a header for a VTEC engine. There is only one oxygen sensor on my header, but my engine requires two. The engine light keeps coming on. Is there anyway to correct this without getting a VTEC head? If I need to get a VTEC head, which one should I get?Vincente VasquezAmarillo, TX
We asked Mike Waddell at www.sohchonda.com for his take on this. He tells us that all headers for the '88-2000 single-cam D-series motors are usually interchangeable with slight modification. The good news is that you don't need to use a VTEC head in order to use your header. Instead, you need to convert the oxygen sensor's layout of the non-VTEC engine to the D16Y8 VTEC engine.
First you need to source and install a catalytic converter from the Civic EX that is located between the header and your exhaust pipe. Note that certain cars not equipped with VTEC from the factory will also have fitment issues concerning stock and even aftermarket exhaust pipe flanges when trying to mate the D16Y8's catalytic converter. For a couple of bucks, your local muffler shop can help you there.
You'll then need to extend the wiring of the O2 sensors to fit the locations of the bungs on your header and new catalytic converter. This will cure your check engine light problem and enable you to use your header without a hitch. Another option, if you're planning a project more serious than just a header upgrade would be an OBD1 ECU conversion. This would delete the secondary oxygen sensor completely. The OBD1 ECU tuning possibilities are limitless, while it's pretty much impossible to modify the OBD2 boxes. The OBD swap is a good idea if you plan to change over to a single-cam VTEC head, in which case, either the D16Z6 or D16Y8 VTEC head will do a street engine just fine.DB
LS Type-RMy '91 DA Teg has a whole lot of miles on it and has a slight knocking on the bottom end. My biggest fear is that the engine will blow soon. I've already decided to rebuild the engine, but I want to go with a bit of a higher compression. I was thinking of using ITR pistons, but I'm not sure what I'll need or where to start. I'm also not sure how I can tell if the ITR pistons are real when and if I purchase them. I keep getting mixed answers online. Will my stock rods work with the higher compression ITR pistons?Jason Caraballo Bethlehem, Pennsylvania
Assuming your cylinders are in good condition, the piston swap should be pretty easy. The bores are the same size, so boring is only necessary if the high miles on your motor have taken a toll on the cylinders. Yes, your stock rods will work with ITR pistons and you'll want to use them. ITR rods are .9mm longer than those in the B18A/B, and if you wanted to use these (or GS-R rods of the same length) you'd also need to use an ITR crank. ITR (JDM) pistons in an otherwise stock LS motor will yield a mid-11:1 compression range, while U.S. market ITR pistons give you something in the high 10:1 range. With a VTEC head, those numbers go even higher. If you opt for the JDM pistons, a set of mild street cams might help enhance the gains made by the compression bump.DB
Balancing ActI have a '93 del Sol Si with a D16Z6 motor and Greddy turbo kit. I am only running 6 psi, but I plan to turn it up later on. I need a new muffler since mine is old and beat up and I already have 2.5-inch piping from the downpipe to the rear bumper. What's the quietest muffler I can get without hindering the turbo's exhaust flow? I've heard of people running two mufflers in sequence or running a glass pack right after the cat.Javan ChappleAlbuquerque, NM
We understand your concern for a quiet exhaust note, but keep in mind that when building a car, you're always trading power production for drivability. An open downpipe will yield the most power from your setup, but could wreak havoc on your hearing and senses inside the cockpit, not to mention draw the attention on your local po-po.
Look into a straight-through, oval-style muffler rather than a round can type. Oval mufflers have more packing to quiet down the exhaust than a round muffler of similar size. You'll also want to run a resonator in the exhaust stream. Stay away from louvered, glass-pack style resonators that impede flow and try to find a perforated tube resonator that flows better with less restriction. You've already got a one-up on the N/A guys by having a turbo. A turbo acts as a resonator itself, and when combined with a big resonator, reasonable tubing (2.5, 3 inches) and an oval-style muffler, you'll probably hear more spool-up noise than exhaust.DB
Frankenstein's Last FrontierCan I mate an H22 head to an F22 block? If it's possible, how do I ensure it all goes well?Ashley CampbellAurora, IL
It can be done, but the swap is not for the lighthearted. You need to plug a couple of oil passages on the head that aren't present on the block. The coolant passages may also be a bit off, in which case Hondabond is your best friend.
Also, as far as we know, adjustable cam gears are a must in this setup to get everything to line up correctly. With a stock bottom end, you'll end up with a compression ratio of approximately 10.4:1. Don't expect too much support for this swap; most people don't even know that it's possible, let alone have any experience for you to draw upon.DB