efi swap guide

8/3/2019 EFI Swap Guide

1/18

/16/11 EF Sap Guide.

honda.com/ben/EFsapguide.html

EF Swap guide.B Ben [email protected]

So you have an EF/ED. Chances are that it is slow as fuck, especially if you ended up with a DX, LX, STD or

some other long-geared, gas-saving, dual point model. So this guide is here to help you decide how you want to

make faster without the aid of forced induction (well, you can go that route too but its not covered). If you are a

newbie read EVERYTHING here. That way you will spend less time asking questions on message boards. Also

I didn't feel like reiterating everything in every specific motor section so read at least the first few before youscroll down to the motor you want to get.

B-series. These are by far the most popular swaps. They are fairly easy for the average joe to do and are pretty

fast right out of the box (errrclip). But in doing a b-series swap you WILL need to do some things in order for

this swap to work:

- Get some mounts. I like Hasports as do many others but Place Racing, HCP, and some others make them as

well. NOTE: the B16 JRSC fits with Place Racing mounts in the EF chassis. I have done it. I don't know about

the other mount kits. If you know, please tell me.- You have to either find EF SiR shift linkage or you can shorten 90-93 integra shift linkage by 2-3/8" . I do the

latter because DA linkage is easy to find and its cheap. I also always shorten it in the straightest portion possible.

The 3rd option is to get some adjustable shift linkage From Hasport or Place Racing.

- You need (maybe not NEED) a tranny that has a Cable actuated clutch. This will be covered on a case by

case basis in the motor portion of this guide.

- If you have a Dual-Point car you will NEED to convert it to Multi-Point. If you are going the VTEC route you

will need to wire the VTEC stuff in all EFs no matter the trim level.

- MPFI wiring article I wrote is here and some links are here and here.

- VTEC wiring; wires to add if using PR3/PW0:

Pin A8 - VTEC solenoid.

Pin B5 - VTEC oil pressure switch (plug with 2 wires, Black is ground)

Pin B19 - Knock sensor.

Pin C8 - Second oxygen sensor

- Get some 90-93 integra axles, JDM EF SiR axles (good luck finding them if they didn't come with your swap)

or get custom ones. You need to have a 90-93 teg intermediate shaft with the teg axles and an SiR int shaft with

the SiR axles. If you get customs ones ask the manufacturer of the axles which intermediate shaft you should use.

- If using 90-93 axles, take out the dust rings on your knuckles. Also take off the dust rings on the axles. It sucks

but you pretty much need the clearance for the axles. Try to stay out of the dirt. ;)- You need a 90-93 integra throttle cable (except if you are going JRSC, then you can use the stock one).

- You need to make a large dent in the frame rail right below the shock tower (right under the rectangular hole).

This dent clears the alternator pulley. NOTE: if you're putting a JRSC in this dent will NEED to be further

forward and a lot deeper. Trust me. Experience talking. We pulled the motor a few times messing with this.

- Your stock exhaust probably wont bolt up (if it does you are lucky). If you are using a stock exhaust manifold

on the b-series then you can use you stock D-series down pipe on the b-series manifold. But what you really

should do is get rid of the stock manifold, buy a header, and get some 2.25" exhaust made at a muffler shop. Or

you could buy an aftermarket cat-back exhaust and get it modified to fit. Either way you WILL want to get rid o


2/18



1.5" /.

B- ECU .

I ' .

D-eie.

Y - . T . Y , , , (' S ).

H-eie.

Y . F IMO 88 CRX

H (1819 ) . I H- - EG

. Y ' EF. I

NOT .

O .

B-eie VTEC moo:

Engine: 1988-1991 JDM B16A

D: 1595

C R: 10.2:1

R/ : 1.74

H/T: 160@7600/112-@7000

T: JDM S1, J1, Y1, A1 ()

OBD: 0ECU: - PR3, - PW0. B PR4 RPM

PS9 DB' - VTEC (PM6' ).

T B- ( ). Y $1200-1600

(, LSD

GREAT ). I , EF SR. T

. I . B .

T . T VTEC

S, H, EX. I LX, DX, STD I

.

F M . I I DPFI . I .

F VTEC I I (

). I ECU ( !)

VTEC .

T . T 16 3 . T

.


3/18



S B16 EF' 14 15 . P 1.6 .

Engine: 1992-p JDM B16A

D: 1595

C R: 10.4:1

R/ : 1.74

H/T: 170@7800/116-@7300T: Y21, S4C ()

OBD: 1

ECU: P30

T 92-95 SIR ( ), ,

, . T $1500-$2000. T OBD1

' .

T OBD :

Y OBD0 OBD1. A . S

0 1 16 , OBD0 VTEC ECU, OBD0 ( OBD1 OBD0 ). Y OBD 1 '

.

T OBD1. T . H :

://../_/7.

T :

Y C . T . T

. H ----EF .. .

T ( ) B16

. E $300 LSD $600 LSD .

Engine: 1993-1995 USDM B16A2/3

D: 1595

C R: 10.2:1

R/ : 1.74

H/T: 160@7600/112-@7000T: Y21 ()

OBD: 1

ECU: P30

T 94-95 D S VTEC

/ ECU.

Engine: 1996-1997 & 1999-2000 USDM B16A


4/18



D: 1595

C R: 10.2:1

R/ : 1.74

H/T: 160@7600/112-@7000

T: S4C ()

OBD: 2

ECU: 99-00 - P2T

T 96-97 DS VTEC, 99-00 C S'. T

. T OBD1 .

T OBD :

Y OBD0 OBD2. A . Y 0

1 16 , OBD0 VTEC ECU, OBD0 ( OBD2

OBD0 ). Y OBD 2 ' .

Y' OBD2. I OBD,

OBD1. T OBD 1 ' OBD1- 0 OBD 2 - 0.

T :

Y C . T . T

. H ----EF

.. .

T ( ) B16

. E $300 LSD $600 LSD .

Egie: 1992-1993 USDM B17A1

D: 1678

C R: 9.7:1

R/ : 1.68

H/T: 160@7600/117-@7000

T: YS1 ( )

OBD: 1

ECU: P61 ( P30)

T ONLY 92-93 GS-R'. I B16 . T

B17 B16 . T , ,

( ). T 17 88-97 16 . T

. I , GS-R . I

' (!). U OBD1

.

T OBD :


5/18



Y OBD0 OBD1. A . S

0 1 16 , OBD0 VTEC ECU, OBD0 (

OBD1 OBD0 ). Y OBD 1 '

. I PW0 PR3 I . T

.

T OBD1. T . H' :

://../_/7.

Engine: 1994-1995 USDM B18C1

D: 1797

C R: 10.0:1

R/ : 1.58

H/T: 170@7600/128-@6200

T: Y80 ()

OBD: 1

ECU: P72

T 94-95 GS-R. I B16. I ,

, (72 3), , . I "D

R" . B OBD1 . E

$3200 .

T OBD :

Y OBD0 OBD1. A . S

0 1 16 , OBD0 VTEC ECU, OBD0 (

OBD1 OBD0 ). I 2 . T OBD0 VTEC ECU '

. A, OBD 1 ' . I PW0

PR3 I . T

.

T OBD1. T . H :

://../_/7.

T :

Y C . T . T . H ----EF

.. .

T ( ) B16

. E $300 LSD $600 LSD .

Engine: 1996-p USDM B18C1

D: 1797


6/18



C R: 10.0:1

R/ : 1.58

H/T: 170@7600/128-@6200

T: Y80 ()

OBD: 2

ECU: P72

T OBD2 96-01 GS-R'. O . E $3000-$4000 .

T OBD :

Y OBD0 OBD2. A . Y 0

1 16 , OBD0 VTEC ECU, OBD0 ( OBD2

OBD0 ). I

2 . T OBD0 VTEC ECU ' . A,

OBD 2 ' . I PW0 PR3 I

. T .

Y' OBD2. I OBD,

OBD1. T OBD 1 ' OBD1

- 0 OBD 2 - 0.

T :

Y C . T . T

. H -

. C .. .

T ( ) B16

. E $300 LSD $600 LSD .

Engine: 1996-p JDM B18C

D: 1797

C R: 10.6:1

R/ : 1.58

H/T: 180@7600/129-@6200

T: Y80, S80 (/ LSD)

OBD: 2ECU: P72

S 96+ USDM LSD . T

USDM

. E $3200 . O USDM 96+ B18C

.

Engine: 1997-p JDM B16B


7/18



D: 1595

C R: 10.8:1

R/ : 1.77

H/T: 185@8200/118-@7500

T: S80 / LSD ()

OBD: 2

ECU: PCT

T B16B H 1.6. I JDM C T R

I T R B18C5 - 1.77

( B- ). B16B' B18C5/R .

T . T

$3800 ( ). T' $600 JDM B18C1 5 10-

( RPM, ).

T OBD :

T OBD2. A . Y 0 1 16

(OBD0 B18 ), OBD0 VTEC ECU, OBD0 ( OBD2 OBD0 ). Y OBD 2

' .

Y' OBD2. I OBD,

OBD1. T OBD 1 ' OBD1

- 0 OBD 2 - 0.

T :

Y C . T . T . H -

. C .. .

T ( ) B16

. E $300 LSD $600 LSD .

Engine: 1997-p USDM B18C5

D: 1797

C R: 10.6:1

R/ : 1.58H/T: 195@8000/130-@7500

T: S80 / LSD ()

OBD: 2

ECU: P73

O 97+ I T R H' - 1.8 . I /

B18C1, PR3 H ( B18C1' P72), /

, 14 (4 B- ), LSD .


8/18



T $4300-$4700 .

T OBD :

T OBD2. A . Y 0 1 16

(OBD0 B18 ), OBD0 VTEC ECU,

OBD0 ( OBD2 OBD0 ). Y OBD 2

' . T - .

Y' OBD2. I

OBD, OBD1. T OBD 1 '

OBD1 - 0 OBD 2 - 0. T , , OBD2.

T :

Y C . T .

H, . H

- ( ; ITR -

). C .. .

T (ITR LOT) B16 . E

$300 LSD $600 LSD ( LSD ).

Engine: 1995-up JDM B18C-R

D: 1797

C R: 11.0:1

R/ : 1.58

H/T: 200@8000/135-@7500

T: S80 / LSD ()OBD: 2

ECU: P73

T USDM B18C5 . S .

Engine: Poorman's Tpe R

D: 1797

C R: ?

R/ : 1.58

H/T: ?

T: ?OBD: ?

ECU: ?

T B18C1 (94+ GSR) 16 . S B16 ,

B16 B18C1 . T B18C EF

LSD B16 $1400 B18 $700-$1

OBD0 . A, /

. U B18C .


9/18



It is recommended to get some higher compression pistons and a better valve train/cams. Might as well, right?

Engine: LS/VTEC CR/VTEC

Displacement: 1834cc - 1973cc and up

Compression Ratio: ?

Rod/stroke ratio: 1.54 (this stas the same)

Hp/Torque: ?Transmission: ?

OBD: ?

ECU: ?

In these ou essentiall take a non-vtec block like the b18a/b or the b20b/ and put a VTEC head on. The idea

is to take the low end torque of the non-vtec motors and combine it with the high rpm power of the VTEC

motors. People do it and succeed in making a lot of power but a lot of people do it and just end up with a blown

motor. These motors range from "stock" LS/VTECs where someone slaps a stock head on a stock non-vtec

block (this is dumb), to full built monsters.

The main reason a lot of people don't like them (me included) is because of the low rod/stroke ratios inherent in

the non-vtec blocks. This low r/s ratio stresses the bottom end a bunch. If ou'll notice, Honda reduced the

stroke from the B18A/B to the B18C. Now if the B18C is supposed to be a more performance oriented motor

wh didn't the keep the displacement? For the better r/s ratio.

Another reason is that the non-vtec blocks don't come with some of the features that the VTEC blocks. These

include oil squirters, block girdles (on the B18C's), and a ver balanced bottom end.

The upside to this is that the have the potential to make a large amount of power. Its up to ou. I am not goingto sa anmore because there are SOOOOOOOOOOOOOOO man threads on message boards all over the

internet.

For info: Search on www.honda-tech.com or www.g2ic.com or one of the man others. Links:

http://www.g2ic.com/forums/showthread.php?s=&threadid=69114

http://www.lsvtec.org/

http://www.g2ic.com/tegtips/engine/6.html

http://www.indsol.com/resource/lsvtec.html

B-Seie NON-VTEC moo:

Engine: 1990-1991 USDM B18A1

Displacement: 1834cc

Compression Ratio: 9.2:1

Rod/stroke ratio: 1.54

Hp/Torque: 130hp@6000rpm/121lb-ft@5000rpm

Transmission: S1, Y1, YS1, A1 (91 onl) (cable)

OBD: 0


10/18



ECU: PR4

T B18A1 90-91 . T S, H,

EX. I ', -. T' .

T . P 90-91

-- . Y

.2. . I $500. C , ? T

B18A

.

P . I B18 . G

. I

15.1 @ 91 2240 .

Engine: 1992-1993 USDM B18A1

D: 1834C R: 9.2:1

R/ : 1.54

H/T: 140@6300/121-@5200

T: USDM YS1 ()

OBD: 1

ECU: OBD1 PR4

T B18A1 92-93 -GSR . I 90-91 B18A

() . T 90-91.

T OBD1 OBD0. I

. I . Y 90-91 B18 ECU.

F . A OBD1

. S

(I $35 , ). O OBD1/2

OBD0 . T' . C.

Engine: 1994-U USDM B18B1D: 1834

C R: 9.2:1

R/ : 1.54

H/T: 142@6300/127-@5200

T: USDM S80 (, )

OBD: 1 2

ECU: P75


11/18



T B18B1 94+ -GSR . T 92-93

(P75 PR4), , (, )

, ECU . T

-VTEC B18 .

F 94-95 OBD1 96+ OBD2. E OBD0

90-91 B18 ECU. F

. A OBD1 . S (I $35 ,

). O OBD1/2 OBD0 . I .

Egie: 1996-1998 USDM B20B

D: 1973

C R: 8.8:1

R/ : 1.54

H/T: 126@5400/133-@4300

T: ?

OBD: 2ECU: D' /. Y .

T 97-98 CRV'. D' / ,

. I

( ) (

WAY ). T USDM B20B B18B1 84 /. E

: , , , , . S , B18/.

F , , ECU, ( , ). B

B18A B18. T

' . T .

I : Y - B18, B20Z, 2 . I

B18B 2 . T 2 IM " " B20,

B18B IM B18 . I B18 B20 IM

( , , TB ). I B20Z IM B20Z .

E : G . I .

T: A B- . I

H' .

W: Y OBD0. Y 90-91 B18 ECU

. F . A

OBD1 . S

(I $35 , ). O


12/18



OBD1/2 OBD0 . I .

Egie: 1999-2000 USDM B20Z

D: 1973

C R: 9.6:1

R/ : 1.54

H/T: 146@6200/133-@4500

T: ?OBD: 2

ECU: D' /. Y .

T USDM B20B. I 99-00 CRV'

- B- . I .3 , / ,

.

F , , ECU,

. B B18A B18. T

' . T .

I : W . B

' (I' ). W IM

, , ' . W I UHMW

. I I '

.

I B20 ( 60 90-93 TB 58)

( , ). T (IMO)

B18 IM'. T '

. M 1/8" . I B18

. I (

) 90-93 .

I CRV . B I '

B18 , I B18 . T B20

. T I B18A (166 ) 3

B20 ( IM, ). I ' ' .

I IM - B18 2 . I

B18 ' , B18B IM

18 . I B18 IM ( , , TB ).

F .


13/18



E : G . I .

T: A B- . I

' .

W: Y OBD0. Y 90-91 B18 ECU

. F . A

OBD1 . S (I $35 , ). O

OBD1/2 OBD0 . I .

A B20B Z ://2.-

.//20/20.

I . I 3

1500-3. I - . T ,

- (80+ ). I

14.42@95 3 2240 100 F . I WAY B18A . O , I' 34 ECU I .

Engine: 1995 o o-2000 JDM B20B

D: 1973

C R: 8.8:1, 9.2:1, 9.6:1

R/ : 1.54

H/T: 146@6200/133-@4500

T: ?

OBD: 2ECU: D' /. Y .

T . W '

. T

/. S I (

).

I 95 - 98 8.8:1 USDM B20B. T

. I

8.8:1 . I P3F .

M 99-2000 9.6:1 USDM B20Z. T

. I

, 9.6:1 . T

PHK .

I 9.2:1 I . I '


14/18



ideifig a ae. M ge i ha if ge e i i be iae f a 9.6:1 . If hae a if

hi eae e e .

If g a ih he a aifd ee he USDM B20B eci. If cae ih a h aifd ee

he USDM B20Z eci.

Eec a $700-$800 f a g bc.

Engine: Up o 1991 USDM B20A/B21A

Diacee: 1958cc 2056cc

Cei Rai: 9.0:1 9.4:1

Rd/e ai: e ha 1.54

H/Te: 104h@5800/111b-f@4000 140h@5800/135b-f@5000

Taii: ?

OBD: 0

ECU: D' /cae.

Thee cae f 88-91 ede (abe he ). Thee egie ae h aig i ciic.

D' be fed b he ice f he. The ae egaded a he f a he Hda egie ad ae' eeicded i b20 dici. The ge hei diacee iceae b a e g e (95 a ed

he B18A' aead g 89). Thi ea ha he hae e h d. Tha ea a d/e ai

hich a f e he b ed ce (c a, d, ec.).

D-Seie:Some geneal D16 info hee

Engine: 1988 o 1991 USDM D16A6

Diacee: 1590cc

Cei Rai: 9.1:1Rd/e ai: 1.52

H/Te: 108h@6000/100b-f@5000

Taii: Si L3

OBD: 0

ECU: PM6 (PS9 if a EX)

Thi egie cae i 88-91 CRX Si', 89-91 Ciic Si', ad 90-91 Ciic EX'. S if ae aig hi

he bab hae a Da-Pi i hee . Thi a i he eaie f a a i he EF

chai. P d , ie f i-i ad ide he e i. Ea. The ea a eed i

a 90-93 iega CRX/Ciic Si he cabe.

Thee ca be had f e chea. A bdd f ie iced e f $75 ih 108K ie i. We

i i a 88 f d DX ad i a high 15'.

Engine: 1986 o 1989 USDM D16A1/3

Diacee: 1590cc

Cei Rai: 9.3:1 9.5:1

Rd/e ai: 1.52


15/18



H/T: 118@6800/103-@5700

T: ?

OBD: 0

ECU: PG6

T 86-89 . T ' EF

. I ' D-S . A DOHC

SOHC . S ' EF.

Engine: Up o 1991 ZC

D: 1590

C R: 9.3:1 9.5:1

R/ : 1.52

H/T: 129@6800/108-@5700

T: ?

OBD: 0

ECU: PM7

T J (3 /, 4 /, 5 , 1

2 ). T : & , SOHC DOHC. T

E D16A8/9 PM2 ECU. H

ZC: ://..///. I I

:

"T J 168 E .

T , H

. T . M 88-91 '."

I , . T D16A6 . Y

90-93 CRX/C S , -. T' . T

ECU' ( ) PG7, PM7, PM6, PM2

(I' , ), PR4 (OBD0). E $500 ZC

( 1 B16A , ?).

I ZC .

Engine: 1992 o 1995 USDM D16Z6

D: 1590

C R: 9.2:1

R/ : 1.52

H/T: 125@6600/106-@5200

T: S H

OBD: 1

ECU: P28


16/18



The SOHC VTEC D16Z6 came from 92-95 civic Si's and EX's. This is a fairl common swap because Z6's can

be had for fairl cheap. I have seen them go for as little as $200 and as much as $500 (trann ma or ma not be

included, but ou don't need it anwa). The onl problems are with the hdro trann (if ou get it) and the

OBD1.

The hdro trann isn't of much use to us 4g swap folks because it is a large pain to make work. The best solution

is to find an EF Si trann and be done with it. An D-series trann will work, like sa the ever so common DXtrann (wanna bu one? I have 3), but the Si trann has a lower final drive (same gears) than the DX one.

Shorter gears are our friend. Just sta awa from the 4 speed at all costs.

As far as the OBD goes ou have 2 options. You can make it eas on ourself and sta OBD0 or ou can

convert the car to OBD1. If ou sta OBD0 its going to be a little ghetto and there is no wa around it. Going

OBD1 at least has the potential to not be ghetto but some people still make it ghetto. Either wa, take our time.

For OBD0 ou first off need a D16A6 distributor. No, ou cant use our D15B2 dual-point one. The A6 dist

fits on the head but ou can onl secure it with 2 of the 3 bolts. One lines right up and the other two don't but

fortunatel one of those two is close enough to use. I suppose ou could cut the mounting ears off and weld themon in the right location but that is a lot of work and I haven't seen it done et. Then ou need a wa to make

VTEC work. There are a variet of was to do this. MSD makes an RPM activated switch ou can use (shift

lights also contain one of these and I have seen people use them), ou can get a VAFC, ou can run a PR3 or

PW0 ECU (have to add another o2 sensor or get the ECU chipped to remove BOTH o2 sensors), or ou can

find a PS9 ECU and get it chipped with a 1 wire vtec program (one of the best was IMO). Here is a link to a

Z6 swap writeup.

If ou go for the gusto and decide to convert everthing to OBD1 then ou will need to get a P28 ECU and then

do a bunch of wiring. Here is a link to a reall good write-up on the Z6 swap and OBD1 conversion.

Engine: 1996 o 2000 USDM D16Y8

Displacement: 1590cc

Compression Ratio: 9.6:1

Rod/stroke ratio: 1.52

Hp/Torque: 127hp@6600rpm/107lb-ft@5500rpm

Transmission: Something Hdraulic

OBD: 2

ECU: P2P

This motor comes out of 96-2000 civic EXs. The block is essentiall the same as the a6 and 6 blocks, but the

head is a lot different. It has been said that the 6 head flows better than the 8 head at high rpm. This is due to

the port shapes and sies. There have been man threads on man message boards debating which one is better.

Here is a link to one. Also the 8 manifold has shorter, fatter runners and a larger plenum than an of the other d-

series manifolds. It has been called the "ITR manifold for the D-series."

If ou are not going for all out power then the head difference doesn't reall matter. This motor has higher

compression and a slightl larger cam than the Z6 and so even though the Z6 head is "better," stock for stock


17/18



they are about the same as far as moving your car. The Y8 head does have 1 advantage over the Z6 head for us

EF OBD0 d00ds. The A6 distributor bolts right up with no modification so there is less ghettoness with this

swap than with the z6. Other than the A6 dist you will need a way to activate VTEC which can be done a few

different ways. MSD makes an RPM activated switch you can use (shift lights also contain one of these and I

have seen people use them), you can get a VAFC, you can run a PR3 or PW0 ECU (have to add another o2

sensor or get the ECU chipped to remove BOTH o2 sensors), or you can find a PS9 ECU and get it chipped

with a 1 wire vtec program (one of the best ways IMO).

If you want to go OBD1 follow the link in the Z6 section. I have read that there are a few OBD1 distributors that

bolt onto the y8 head (like the CX one) so that shouldn't really be a problem.

Then you need to get a D series cable tranny. The hydro tranny isn't of much use to us EF swap folks because it

is a pain to make work. The best solution is to find an EF Si tranny and be done with it. Any D-series tranny will

work, like say the ever so common DX tranny (wanna buy one? I have 3), but the Si tranny has a lower final

drive (same gears) than the DX one. Shorter gears are your friend. Just stay away from the 4 speed at all costs.

Egie: ii-e

Displacement: 1493 - 1590ccCompression Ratio: ?

Rod/stroke ratio: 1.52 or 1.59

Hp/Torque: ?

Transmission: ?

OBD: probably 0

ECU: ?

This motor is the "LS/VTEC" for the D family. You take a D15 or D16 block and put a Z6 or Y8 head on there.

There is, however, a whole lot less risk in building these than there is with the LS/VTECs because of the priceand because most of the d16s (the ones you would use) come with essentially the same block (and therefore the

same or even HIGHER rod/stroke ratio). If you use a d16 you will end up with a r/s ratio of 1.52 if you use the

D15 block you end up with a r/s ratio of 1.59.

The usual, normal guy, good running mini-me consists of:

D16 or D15 block

Z6 head

Y8 intake manifold

B18A throttle body (2mm bigger than the Z6 and Y8 manis and 3mm larger than the A6 one)

PM6 and RPM switch (PS9 1 wire vtec is made for the D vtec swaps and is sooooooooooo much better thanany rpm switch)

CR info (not calculated by me):

d16a6 block, d16z6 head: 10.4:1 (Head has 34.6cc combustion chamber volume)

d16a6 block, d16y8 head: 11.2:1 (Head has 32.8cc combustion chamber volume)

d15b2 block, d16z6 head: 10.6:1 (Head has 34.6cc combustion chamber volume)

Here are some mini-me links:


18/18


hp://c.honda-pef.og/aicle/6ap/6ap.hml

hp://.geociie.com/chipman_13/mini-me-pa.hml

hp://.geociie.com/c_ebo/minime.hml

Z6 Y8 head compao:

hp://pb143.eboad.com/fhondadeiefm6.hoMeageRange?opicID=672.opic&a=21&op=34

So hee o hae i. I hae inclded all of he popla engine ap choice and hopefll hi help omeone.

Thank a bnch o Dan Pla (G2g on g2ic) fo leing me e hi engine heading and ing ome info fom hi

G2 ap gide.

If o find anhing ong ih hi le me kno. If o an o add o i, le me kno. So b on o iie.

Ben

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