wiring harness. you would have to use the dsm engine harness and the ecu harness. they have to run the motor either using the stock ecu or an aem ems, tmo ecu, etc. as far as running the stock dash, it isnt gonna happen. its gonna be an uatomoter gauge setup most like, (rpm, speed, fuel level, etc)

and the eclipse gst is fwd, the gsx is awd. converting the car to rwd would be a true waste of money and time. i have seen an awd integra from braille auto or whatever, it was ok but definitely not worth the money.

just keep your motor and build it. the heads on the 4g63 arent all that great to begin with and the older 7-bolt motors had bad problems with crank walk.

pardon-fucking-me , but have you looked at the intake and exhaust side of a 1g head? THe intake side is fuckign huge and doesnt even need to get ported while exhaust side can get a crazy porting job.

http://boostfed.com/

formally b20vrex

/discussion

check it

http://boostfed.com/

formally b20vrex

Blaze

I've owned a lot of DSM's (currently have a FWD Turbo as a beater) and looked over that EG swap finally, with the pics that are available.

It appears to be a stock DSM motor mount on the drivers side with urethane bushing is all. I can't say off the top of my head if its a 1g or 2g mount ... it's late. His pics are obscured but you can kinda see a fabbed tranny mount. That leaves the rear mount most likely mounted to (I'm ASSUMING he put a rear mount only on since theres no X member up front like a DSM on a EG) the rear X member directly. Thats fine since the motor spins clockwise and the rear mount is the main load bearing mount.

Without seeing it all in person it's tough to say, but is it me or is the motor NOT quite level? Thats a big axle longevity problem. Also without seeing it in person it's tough to say how axel alignment is. I'd also be curious to know if he used an intermediate shaft or not. FWD's don't come with intermediate shafts from the factory (one short, one long axle like a D series). It's easy to use a AWD intermediate shaft though with a new axle seal and shim. Also don't forget DSM's use a cable style shifter setup (ala F and H series). So you'd have to route those cables and install the entire DSM shifter. I'd be curious if he used a 1g or 2g shifter setup.. 2g is much better.

Assuming axle alignment is good, I'm suprised someone hasnt made a bolt-in kit. You can get entire 6 bolt FWD swaps for 1400 to your door. Thats not bad for a nearly bullet proof motor up to 400-450whp+. A lot of people in the scene in the 500's+ on stock bottomends now too.

Axles would be a no brainer, theres a million different 'custom axle shops' out there. DSM's use the same ole tri-rotary bearing on the axel ends.

Would I do the swap? Most likely not. I can see why a lot of people wanting to go quicker a lot cheaper than building up a B series would though. It's too bad that guy isnt a lil more forthcoming in info on the conversion. Just from a tweekers standpoint its fun info to see & know.

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I had tbe on my evo and it pulled like no other. Keep in mind that the evo 8 weighs 3200lbs. Imagine that in a civic. Only problem besides the trouble of the engine swap would be putting the power to the ground.

just my 2 cents

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lets see it's 2.0L pushing around 20 pounds of boost. So you say it's 330whp with bolt ons. Last time I checked you can push 350whp on 12psi on a bone stock gsr. Let's take a 84mm gsr (2.0l), built to handle well over 20psi. On 20psi we are talking about 500whp. So why the fuckI would you swap in a 4g63 motor in the civic if out motors are far superior to junk DSM motors? I'm not even talking about crazy built H and K series.

If you want a rwd honda get s2k and boost that. Last time I checked they do 10s on stock internals, stock rear end and some bfg drag radials.

wtb- a '86-'87 d series integra tranny and cv shafts.