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Mountain hiking demands great gear and more education than your typical trail hike. Why? Because as you ascend breathing becomes less efficient, passage grows rugged, and rescue becomes more challenging. So consider your mountain equipment to be your life support system.

Where in day hiking you may be able to get away with wearing light-weight boots or shoes, in remote mountain hiking it's a good idea to wear heavier supportive boots to protect your ankles and feet. Walking with a sprained ankle on a day hike is inconvenient compared to trying to limp out of the back-country mountains with the same problem and a heavy pack. Thinking ahead and being prepared with the right mountain gear, guides, and information can literally mean the difference between a minor mishap and at times death. Take your safety seriously.

As elevation increases the atmospheric pressure decreases (amount of oxygen doesn't actually drop until over 50,000 feet) which means there's less pressure to 'push' the air into and fill your lungs. Because there is less air going into your lungs you'll fatigue more quickly. How much does the pressure really change? According to an academiclibrary.com article (that can be applied to mountain hiking) the barometric pressure can drop by 40% between sea level (average 760 millimeters of mercury) and 12,000 feet (483 millimeters of mercury). Obviously having 40% less oxygen available to your body (because of the pressure drop) will impact you.

Now if you had a 40% decrease in your ability to deliver oxygen to your body during an average day wouldn't you be concerned? Add in the fact you're asking more of your body in terms of keeping you warm in a cooler/cold environment, you are constantly losing water from your system, your reactions are slowed, and your not around the corner from the nearest hospital. Your mountain hiking equipment becomes a more important consideration the higher the altitude and the more remote your location.

Depending on how cold the temperatures you might encounter are you'll probably want some good insulated hiking boots (depending on the altitude and temperature you may need mountaineering boots), hiking clothes, sleeping bags, camping tents, and other equipment used for hiking rated for lower temperature than what you think you'll actually experience. This will give you an extra margin of safety. Also keep in mind that mildly uncomfortable mountain hiking gear will become a bigger problem...

If you'd like more information about mountain hiking click here for the rest of the article. You may also want to take a look at a couple of related articles on how to pick the best hiking footwear.

Marc Wiltse learned how important good quality hiking equipment and camping gear were after his pup tent flooded with over 3 inches of water forcing him to sleep in the front seat of his 2-seat Honda CRX (translation: research is a good thing). His hiking equipment & camping gear guides & reviews save you time & money. Subscribe to his camping & hiking newsletter & get the most usable information FREE! © Marc Wiltse. Reprint permission if author, copyright, links & this notice are intact.

Honda B Engine

B16

JDM B16A (First Generation)

The first VTEC engine Note: All JDM B16A engines are stamped 'B16A' (with no number after the "A" to identify version).

VTEC

Found in:

1988-1991 JDM Honda Integra RSi/XSi (DA6/DA8)

1989-1990 JDM Honda CRX SiR (EF8)

1989-1990 JDM Honda Civic SiR (EF9)

Displacement: 1,595 cc (97.3 cu in) 1.6 liter

Compression: 10.2:1

Bore: 81.0 mm (3.2 in)

Stroke: 77.4mm

Rod Length: 134mm

Rod/stroke ratio: 1.745

Power: 160ps (118 kW) @ 7,600rpm & 15.5kgm (152 Nm) @ 7,000rpm

Redline: 8100 RPM

Transmission: S1/J1/YS1 (4.4 final drive), Y1 (4.266 final drive, cable clutch, optional LSD)

ECU code: PR3-003 (DA6/DA8), PW0-000 (EF8/EF9/DA6)

ODB0

JDM B16A (Second Generation)

Found in:

1991-1994 JDM Honda Civic Sir/SiRII (EG6)

1991-1993 JDM Honda Civic Ferio SiR (EG9)

1992-1995 JDM Honda CRX Delsol SiR (EG2)

1995-1998 JDM Honda Civic Sir/SiRII (EK4)

1995-1998 JDM Honda Civic Ferio Si (EK4)

Displacement: 1,595 cc (97.3 cu in) 1.6 liter

Compression: 10.4:1

Bore: 81.0 mm (3.2 in)

Stroke: 77.4mm

Rod Length: 134mm

Rod/stroke ratio: 1.745

Power: MT: 170ps (118.kW) @ 7,800rpm & 16.0kgm (156.91 Nm) @ 7,300rpm (AT: 160ps (114.0 kW) @ 7,300rpm & 15.6kgm (152.98 Nm) @ 6,500rpm)

Redline: 8200 RPM (AT: 7700 RPM)

Transmission: S4C/Y21/S21 (4.4 final drive, optional LSD)

ECU code: P28 (EG2), P30 (EG2/EG6)

ODB1/ODB2

B16B (Type R)

VTEC

Found in:

1997-2000 JDM Civic Type R[EK9]

Displacement: 1,595 cc (97.3 cu in)

Compression: 10.8:1

Bore: 81 mm (3.2 in)

Stroke: 77.4 mm

Rod/Stroke ratio: 1.84:1

Rod Length: 142.42 mm (5.607 in)

Power: 136 kW (185 PS) @ 8200 rpm & 16.3kgm (118 ft/lbs) @ 7500 rpm

Redline: 8400 rpm

Rev-limit: 9000 rpm

Transmission: S4C With Helical LSD (4.1 final drive, dual-synchromesh on 2nd, 3rd and 4th gears)

Vtec engagement @ 5800 rpm

ECU code: PCT

Note: This engine uses the same block as the Integra Type R (B18CR), which is taller than the B16a block (by approx 17mm), but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16.

B16A1

VTEC

Found in:

Early Integra, CRX, Civic'1.6i-VT'(EE8)(EE9)

Displacement: Template:Convert/aa 1.6 liter (1595)

BoreStroke: 81.077.4 mm (3.193.05 in)

Compression: 10.2:1

Power: 150 hp (111 kW) @ 7600 rpm

Torque: 106 ftlb @ 7100 rpm

Redline: 8000 rpm

Transmission: Y2

aluminium casting

B16A2

VTEC

Found in:

1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)

1992-1997 Honda Civic Del Sol EDM VTi (EG)

1996-1997 Honda Civic Del Sol USDM "VTEC"

1999-2000 Honda Civic USDM Si (EM1)

1999-2000 Honda Civic CAN SiR (EM1)

Displacement: 1,595 cc (97.3 cu in)

BoreStroke: 81.077.4 mm (3.193.05 in)

Compression: 10.2:1

Power: 170  hp @ 7600 rpm & 118 ftlbf (151 Nm) @ 7000 rpm

Transmission: Y21 or S4C

Redline...8500,000 RPM

Rev Limit...8,450 RPM

VTEC Engagement...5,500 RPM

aluminium casting

B16A3

VTEC

Found in:

1994-1995 Del Sol VTEC

Displacement 1,595 cc (97.3 cu in)

Power: 160 hp @ 7,600 rpm & 118 ftlbf (160 Nm) @ 7,500 rpm

Redline: 8,200 RPM

Transmission: Y21

B16A4

VTEC

Found in:

1996-2000 Civic Si-RII (JDM version) (EK4)

Displacement: 1,595 cc (97.3 cu in)

Compression: 10.4:1

Power: 125.04 kW (170 PS; 168 bhp) @ 7800 rpm & 111 ftlbf (150 Nm) @ 7300 rpm

Redline: 8200 rpm

Transmission: Y21

Note: Only offered with SiRs with manual tranmissions.

B16A5

VTEC

Found in:

1996-2000 Civic Si-RII (JDM version) (EK4)

Displacement: 1,595 cc (97.3 cu in)

Compression: 10.4:1

Power: 130 kW (177 PS; 174 bhp) @ 7800 rpm & 111 ftlbf (150 Nm) @ 7300 rpm

Redline: 8000 rpm

Transmission: Y21

Note: Only offered with SiRs with automatic transmissions.

B16A6

VTEC

Found in:

1996-2000 Honda Civic - South Africa VTEC (EK)

Displacement: 1,595 cc (97.3 cu in)

Compression: 10.2:1

Power: 118 kW (160 PS; 158 bhp)

B17

B17A1

VTEC

Found in:

1992-1993 Integra GS-R (DB25)

Displacement: 1,678 cc (102.4 cu in)

Bore: 81 mm (3.189 in)

Stroke: 81.4 mm (3.205 in)

Rod/Stroke Ratio: 1.63

Rod Length: 132.28 mm (5.208 in)

Compression: 9.7:1

Power: 160 hp (120 kW) @ 7600 rpm & 118 ftlbf (159 Nm) @ 7000 rpm

Came equipped with the YS1 cable trans, which was different than other cable B-series transmissions as it has a different input shaft.

B18

B18A

The B18A is not considered part of the modern B-series family. This engine shares many characteristics with the B20A/B21 See Honda B20A engine.

Non-VTEC

Found in:

1986-1989 Accord Aerodeck LXR-S/LX-S (Japan)

1986-1989 Accord EXL-S/EX-S (Japan)

1986-1989 Vigor MXL-S (Japan)

Displacement: 1,834 cc (111.9 cu in)

Compression: 9.4:1

Bore: 81 mm (3.2 in)

Stroke: 89 mm (3.5 in)

Dual Keihin Carbs

Power: 100 hp (97 kW) @ 6100 rpm & 128 ftlbf (164 Nm) @ 4700 rpm

Transmission: A2N5, E2N5

B18A1

NON -VTEC

Found in:

1990-1993 Acura Integra usdm "RS/LS/GS" (DA9, DB1)

Displacement: 1,834 cc (111.9 cu in)

Compression: 9.2:1

Bore: 81 mm (3.2 in)

Stroke: 89 mm (3.5 in)

Rod Length: 137.01 mm (5.394")

Rod/Stroke Ratio: 1.54

Redline: 6500 rpm

Rev Limiter: 7200

Programmed fuel injection

Power: 90-91 Only: 130 bhp (97 kW) @ 6000 rpm & 121 ftlbf (164 Nm) @ 5000 rpm

Power: 92-93 Only: 140 bhp (100 kW) @ 6300 rpm & 126 ftlbf (171 Nm) @ 5000 rpm

Transmission: 90-91: A1,S1, cable

Transmission: 92-93: YS1, cable

B18B1

NON-VTEC

Found in:

1994-2001 Acura Integra "RS/LS/GS/SE" (DC4/DB7)

Displacement: 1,834 cc (111.9 cu in)

Compression: 9.2:1

Bore: 81 mm (3.2 in)

Stroke: 89 mm (3.5 in)

Rod Length:5.394in

Rod/Stroke Ratio: 1.54

Power: 142 hp (106 kW) @ 6300 rpm & 127 ftlbf (172 Nm) @ 5200 rpm

Redline: 6800 rpm

Rev Limit: 7200 rpm

Transmission: Y80/S80

==

B18B4

NON-VTEC

Found in:

1996-2000 Honda Ballade 180i

Displacement: 1,834 cc (111.9 cu in)

Compression: 9.2:1

Bore: 81 mm (3.2 in)

Stroke: 89 mm (3.5 in)

Rod Length: 137.01 mm (5.394 in)

Rod/Stroke Ratio: 1.54

Power:

Redline: 7200 rpm

142 hp (106 kW) @ 7000 rpm & 127 ftlbf (172 Nm) @ 5200 rpm

Transmission: Y80/4254245

JDM B18C

SPEC R

VTEC

Found in:

95-00 JDM Honda Integra Type R DC2

95-00 JDM Honda Integra Type R DB8

Rev-limit: 8600 rpm

Power: 200ps (147.10 kW/ 197.26 HP) @ 8000 rpm & 17.5kgm @ 7500rpm (96 spec) 18.5kgm @ 6200 rpm (98 spec)

Transmission: S80 with Helical LSD

S80 spec: J4D (96specR & 4.4 final drive), N3E (98specR & 4.785 final drive)

Displacement: 1,797 cc (109.7 cu in)

Compression: 11.1:1

Bore: 81 mm (3.189 in)

Stroke: 87.2 mm (3.433 in)

Rod Length: 137.9 mm (5.429 in)

Rod/Stroke Ratio: 1.58

VTEC Engagement @ 5800 RPM

ECU code: P73-003 (96specR) P73-013 (98specR)

(Source: BMI Vol.1 Type R Legend)

SiR/GSR

VTEC

Found in:

93-95 JDM Honda Integra Si (DB8, DC2)

95-98 JDM Honda Integra SiR/SiR II (DB8, DC2)

98-99 JDM Honda Integra SiR-G (DB8, DC2)

Identification: Black valve cover with dual runner intake manifold

Rev-limit: 8000 Rpm

Power: 132.39 kW (180 PS; 178 bhp) @ 7200 rpm & 128 ftlbf (174 Nm) @ 6200 rpm

Displacement: 1,797 cc (109.7 cu in)

Compression: 10.6:1

Bore: 81 mm (3.189 in)

Stroke: 87.2 mm (3.433 in)

ECU code: P72

Highlights of B18C Spec R compared to standard B18C GSR

1. Camshaft - Wide-angled, high-lift, high-durability camshaft

2. Exhaust Valve Spring - High-lift, dual-layered spring

3. Spark plug - High-heat-type #7 platinum plug

4. Engine Stiffener - Aluminum die-cast, high-durability, one-piece type

5. Crankshaft - Full-counterweight, 8-weight, high-output, custom crankshaft

6. Connecting Rod - Custom TypeR rod, high-durability, lightened

7. Pistons - High-compression, low-friction, custom pistons

8. Inlet Valves - Lightened inlet valves

9. Intake Manifold - Custom tuning, single-port type.

10. Throttle Body - 62mm wide-mouth throttle body.

11. Inlet Valve Springs - High-lift, flat-surfaced, dual-layered spring

12. Port Buffing done by hand

13. Fastening of Connecting Rod done with micrometer

14. All stainless steel headers

B18C1

VTEC

Found in:

1994-2001 USDM Integra GS-R (DC2/DB8)

Displacement: 1,797 cc (109.7 cu in)

Compression: 10.0:1

Bore: 81 mm (3.189 in)

Stroke: 87.2 mm (3.433 in)

Rod Length: 137.9 mm (5.429 in)

Rod/Stroke Ratio: 1.58

Power: 170 hp (125 kW) @ 7600 rpm

Torque: 128 ftlbf (175 Nm) @ 6200 rpm

Redline: 8100 rpm (Fuel cut-off @ 8200 rpm)

VTEC Engagement @ 4400 rpm

Transmission: Y80(No LSD) 5-Speed Manual Transaxle

B18C2

VTEC

Found in:

1994-1999 Honda Integra VTi-R

AUDM Spec 1993-1999 Honda Integra VTi-R

Displacement: 1,797 cc (109.7 cu in)

Compression: 10:1

Power: 168 hp (125 kW) @ 7600 rpm

Torque: 128 ftlbf (175 Nm) @ 6200 rpm

Redline: 8200 rpm

Fuel Cut: 8300 rpm

Transmission: Y80(No LSD) 5-Speed Manual Transaxle

B18C3

VTEC

Found in:

1995-1998 Honda Integra Type R

Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ftlbf/172 Nm @ 7500 rp

B18C4

[VTEC] vtec

Found in:

1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)

1996-2000 UK Civic 1.8i VTi-S (Limited Edition) 5-door Hatch (MB6)

1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)

1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)

1998-1999 EU Civic 1.8i VTi 5-door Hatch (MB6)

Displacement: 1,797 cc (109.7 cu in)

VTEC engagement@4,400 rpm

IAB open@5,750 rpm

Compression: 10.0:1

Power: 169 hp (124 kW) @ 7600 rpm & 117 ftlbf (158 Nm) @ 6200 rpm

Limit: 8,100 rpm

Transmission: S9B w/Torsen LSD.

0/100 km/h : 7.9 seconds (8.5 Aerodeck)

B18C5

VTEC

Found in: USDM DC2 Acura Integra Type-R (Integra Type-R)

1997-2001 Integra Type-R (**Note: This model was not produced for the 1999 production year)

Displacement: 1,797 cc (109.7 cu in)

Compression: 10.6:1

Bore: 81 mm (3.189 in)

Stroke: 87.2 mm (3.433 in)

Rod Length: 137.9 mm (5.429 in)

Rod/Stroke Ratio: 1.58

Power: 195 hp (145 kW) @ 8000 rpm & 130 ftlbf (180 Nm) @ 7300 rpm

Redline: 8400 rpm (Fuel cut-off @ 8500 rpm)

VTEC Engagement @ 6000 rpm

Transmission: S80 w/LSD

B18C6

VTEC

Found in:

1998-2001 Honda Integra UK and Euro Spec Type R

Type: 1.8 litre 16v DOHC 4 cylinder in-line

Displacement: 1,797 cc (109.7 cu in)

Compression: 11.1:1

Air intake diameter: 62 mm (2.4 in)

Bore: 81 mm (3.189 in)

Stroke: 87.2 mm (3.433 in)

Rod Length: 137.9 mm (5.429 in)

Rod/Stroke Ratio: 1.58

Power: 190 PS/140 kW @ 7900 rpm & 131 ftlbf/178 Nm @ 7300 rpm

Redline: 8400 rpm

Rev-limiter: 8700 rpm

Vtec engagement: 5700 rpm

Transmission: S80 w/LSD

B18C7

VTEC

Found in:

1999 - 2001 Honda Integra Type R (Australia)

Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ftlbf/172 Nm @ 7500 rpm

B20

The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.

B20B

1996-1998 specs

NON-VTEC

Found in: USDM and JDM Honda CR-V, Honda Orthia

Displacement: 1,973 cc (120.4 cu in)

Power: 126 hp (94 kW)) @ 5400 rpm

Torque: 131 ftlbf (178 Nm) @ 4300 rpm

Rod length: 137 mm (5.4 in)

Compression: 8.8:1 or 9.2:1

Bore: 84 mm (3.3 in)

Stroke: 89 mm (3.5 in)

Redline: 6300 rpm

B20B/B20Z

1999 - 2000 specs

NON-VTEC

Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B

Displacement: 1,973 cc (120.4 cu in)

Power: 146 hp (109 kW)) @ 6200 rpm

Torque: 133 ftlbf (180 Nm) @ 4500 rpm

Rod length: 137 mm (5.394 in)

Compression: 9.6:1

Bore: 84 mm (3.3 in)

Stroke: 89 mm (3.5 in)

Redline: 6700 rpm

B20A/B21A

The B20A3 and B20A5 are not considered part of the B family. See Honda B20A engine.

B Series Transmissions

Note: All B series Transmissions are interchangeable. YS1 casing can take S80 Internals or a hydraulic conversion kit can be used to operate hydraulic transmissions in cable operated models.

J1/S1

Found in: Integra XSI/RSI (DA6)

Type: Cable

1st: 3.230

2nd: 2.105

3rd: 1.458

4th: 1.107

5th: 0.848

R: 3.000

FD: 4.400

S1/YS1

Found in: 1990-93 USDM Integra LS/RS (DA)

Type:cable

1st: 3.230

2nd: 1.901

3rd: 1.269

4th: 0.966

5th: 0.742

R: 3.000

FD: 4.266

Y1

Found in: CRX/Civic (optional LSD)

Type: Cable

1st: 3.166

2nd: 2.052

3rd: 1.416

4th: 1.103

5th: 0.870

R: 3.000

FD: 4.266

YS1

Found in: Integra 92-93 XSI/RSI (DA6, DA9)

Type: Cable

1st: 3.307

2nd: 2.105

3rd: 1.458

4th: 1.107

5th: 0.880

R: 3.000

FD: 4.400

S80

Found in: Integra Type R 98+ (LSD)

Type: Hydraulic

1st: 3.230

2nd: 2.105

3rd: 1.458

4th: 1.034

5th: 0.787

R: 3.000

FD: 4.785

S80/Y80

Found in: JDM SiR-G (optional LSD) / 94+ USDM GS-R (no LSD)

Type: Hydraulic

1st: 3.230

2nd: 1.900

3rd: 1.360

4th: 1.034

5th: 0.787

R: 3.000

FD: 4.400

S9B

Found in: EDM UKDM MB6 (LSD)

Type: Hydraulic

1st: 3.230

2nd: 1.900

3rd: 1.360

4th: 1.034

5th: 0.848

R: 3.000

FD: 4.266

Y21/Y80/S80/S4C

Found in:

JDM 96-97 Integra R(LSD)

JDM Civic R [EK9](LSD)

JDM Civic SiR [EK4, EG6]

JDM CR-X DEL SOL SIR (EG2)(optional LSD)

USDM DEL SOL VTEC (EG2)(OPTIONAL LSD)

Type: Hydraulic

1st: 3.230

2nd: 2.105

3rd: 1.458

4th: 1.107

5th: 0.848

R: 3.000

FD: 4.400

See also

List of Honda engines

v  d  e

Honda Motor Company

Automobiles

1300  Accord  Accord Hybrid  Acty  Airwave/Partner  Ascot  Avancier  Ballade  Beat  Capa  City  City Turbo  Civic  Civic GX  Civic Hybrid  Civic Si  Civic Type R  CR-X  CR-X del Sol  Concerto  Crossroad  CR-V  Domani  Element  Elysion  EV Plus  FCX Clarity  Fit  FR-V  Freed  HR-V  Insight  Inspire  Integra  Jazz  Legend  Life  Life Dunk  Logo  Mobilio  Mobilio Spike  N360  N600  NSX  Odyssey  Orthia/Partner  Passport  Pilot/MR-V  Prelude  Quint  Rafaga  Ridgeline  Saber  Stepwgn  Stream  S500  S600  S800  S2000  That's  Today  Torneo  Vamos  Z  Zest

Acura automobiles

CL  CSX  EL  Integra  Legend  MDX  NSX  RDX  RL  RSX  SLX  TL  TSX  Vigor  ZDX

Concept automobiles

CR-Z  Dualnote  HSC  J-VX  Remix  Spocket  WOW  New Small Concept

Race automobiles

HSV-010 GT  R800  R1300  RA270  RA271  RA272  RA273  RA300  RA301  RA302  RA100  RA099  RA106  RA107  RA108

Motorcycles

CB series  CBF series  CBR series  CM/CMX series  CR series  CRF series  CX series  Fury  GL series  NSR series  RC series  ST series  VF/VFR series  VT series  VTX series  XR/XL series  XRE300  Transalp  Africa Twin  Deauville  Bros/HawkGT  NX250  Pacific Coast  TL Series (Reflex)  Valkyrie  X4

Mopeds and

light motorcycles

Ape  CT series  Cub F  Cub series  Gyro  Motra  P50  PC50  ST series/Dax  Wave series  Z series

Aircraft

MH02  HA-420

Engines

A-series  B-series  B20A  C-series  D-series  E-series  E07A  F-series  F20C  G-series  H-series  J-series  K-series  L-series  Circle L Diesel  N-series Diesel  P07A series  R-series  HF120 Turbofan  VTEC  I-DSi  I-CDTi

Robots

Honda E series  Honda P series  ASIMO

Scooters

Aero  Big Ruckus  Dio  Elite S  Elite E  Express  Helix  Juno  Metropolitan  Metropolitan II  Motocompo  NH series  Reflex  Spree  Ruckus/Zoomer  Silver Wing

Subsidiaries

Acura  Hero Honda  Honda Motorcycle & Scooter India  Honda Siel Cars India  Honda Racing  Honda F1  Honda Aircraft Company  Team G Cross Honda

Keiretsu affiliates

Keihin  Showa Corporation  Nippon Seiki

Influential people

Soichiro Honda  Nobuhiko Kawamoto  Takeo Fukui  Tadao Baba

Categories: Honda engines
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1990 Honda CRX Si Help?

Can anyone tell me a little about their experience with this car, being a daily or driver, or street racing this little bad boy, the good and the bad please?
I'm in the market for one, and I have found one at a used car dealership, but I need to seat three for school, is it possible, to squeeze in that many?
Also, I need someone to tell me the prices, or a rough estimate of these alterations:
Racing Seats?
Rims?
LED's on the Undercarriage?
A Nicer than Default engine?
Nitrous Set Up?
Butterfly or Gullwing doors?
Hood scoop or breather?
Body kits?
And last but not least, a new paint job?
Feel free to suggest any other alterations that would enhance the racing performance or look of the car.
I know I'm asking a lot, feel free to pick and choose what you would like to answer, but full input is greatly appreciated!

there good cars as daily drivers. you can fit 3 people. as far as modifying it i can only help in the area of what i think is cool and not absolutely retarded ricer. alright.

racing seats: wait on that. you will want recaros or sparcos and those can be 1200 a seat and thats and average price. save this till its fast enough that you would want sporty seats. for now upgrade to like 99 civic si seats or integra gsr or even type r seats.

rims: enkies are the only aftermarket rims i would buy for a honda off the top of my head. or you could look through tuner magazines for rims. there not to exspensive. id go 17" at the biggest.

Neons/LEDs: gay. very ricer not worth it absolutely despise people who ruin honda's by doing stupid shit like that. but thats only my opinion no offense intended.

Nicer than stock motor: these are the motors i would put in. they can range from 1000-7000 depending how you get it. i have homie hookups so i get them cheap. ok heres the motor list
B16a
B16a2
B16b
B18b1 (if you do Ls VTEC)
B18a1 (if you do Ls VTEC)
B18c
B18c1
B18c3
B18c5
B18c6
B18c7
H22a
K20a
K20a2

NOS: unless you are going full track car do not waste your money because seriously when will you use it? its just stupid and a waste of money. even if you go to the track you are better off going turbo because nos has a tendancy to blow your motor. so no no on nos unless full race car.

Lambo doors: again my opinion. ugly stupid waste of money not even cool just turns you into a ricer. but the way i look at things is i build the motor so its hella fast before i do stupid cosmetics even then i only make the car look stock and very clean or make it look JDM

Hood scoop: ugly and you dont need it because the intake dips down in back of the front wheels so it would be pointless and ugly. get a stock looking carbon fibre hood. and in carbon fibre case i like to paint the outside the color of the car but leave the inside unpainted so u can show it really is carbon fibre

Body Kits: and again i think there stupid ugly waste of money. i go for the JDM (Japanese Domestic Market) look which means buying parts from japan like the fenders front lips spoilers that come stock there because they are different here. it looks rare and clean. but hey our diversity unites us tuners....

paint. with a crx i would go Flamenco Black. its sexy. the color on a 99-00 Civic Si looks very nice. or just go jet black with a few layers of clear coats. either way it shouldnt cost you an arm and a leg.

again my advice would be to build the motor then go for looks. good luck

1996 Volkswagen Polo GL from UK and Ireland - Comments
"Solid, spacious, lively and reliable little run-about -not cheap maybe, but cheerful nonetheless.." What things have gone wrong with the car?

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