I Drove A B18 Swapped Honda CRX (And I LOVED It!) 

LHT is an amazing shop.

Especially when Julio is behind the wheel.

They still are easy to work on.

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.

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!