If you’re still asking yourself why to upgrade your brakes, you can roll right on past this article. I upgraded mine simply because I had the brakes lying around and needed to change out my rotors. The upgrade cost me less than fixing the stock brakes. The rear CRX Si disk brakes from 90-91 are the exact same as the Integra brakes, so you can leave them be unless you’re doing a rear-disk conversion anyway. That’s beyond the scope of this article, so we’ll get down to the nitty-gritty on swapping the front brake system. This article is pretty long, though, so sit back with some tea, coffee, or vodka and enjoy the ride.

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My projects are multiplying like bunny rabbits. I now have 4 project cars at my house, one of which is getting no attention at all. We have two Datsun Fairlady 240z’s, a Datsun Fairlady 260z, and a 1989 Honda CRX. All are legal, all are titled, but only one runs. Here’s a quick recap:

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I’ve been loving the 240z I bought (540z), but there are definite downsides to buying somebody else’s project. For one, the wiring is an absolute mess. I’m either buying a Painless wiring kit or rewiring the car completely in the near future.

Also, I was told that it had a 327ci Chevy v8. As it turns out, it’s a 1958 283ci v8 block but that doesn’t necessarily mean the seller was lying or wrong. A 350ci crank in a 283ci block produces 327ci of displacement (if my math serves me correctly). However, the stamp on the door and the stamp on the engine both suggest a 283 block, so I’m resolved to the fact that I have one of the smaller Chevy v8s. It’s making a clacking/rattling noise, which I need to hunt down. It could be a loose valve cover or exhaust manifold, or it could be something more serious (like a bent valve or piston slap). Hopefully I’ll know in the near future. If you think you can help, feel free to check out this video:

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Team Integra has a great write-up on how they converted a 94/97 Integra GSR into a RWD beast. It’s mid-engine, but a lot of the work they put into this applies directly to what I’m doing, so I thought I’d throw up the link and point out the specific parts that caught my eye.

The first page of the build is here, where the basic project is outlined, and the index can be found. A bunch of cutting and aligning takes place here, and it’s interesting by and large, but doesn’t specifically apply to ProjectCRX2.0. In any event, they have a great writeup and focus on all the right things (like suspension geometry). I highly suggest reading up if you’re doing something crazy and insane like I am.

As you’ve all probably figured out by now, Ending ProjectCRX was just April Foolery. My CRX is sitting happily outside my house, waiting for a charged battery and a registration. To update you on current news:
I’ve taken some measurements and crunched some numbers, and I really believe that the n/a 13b will fit cleanly into the ED engine bay. The f20c is almost twice as long, and approximately 6″ taller. I may need to mount the 13b lower than I’d like to clear the sloped hood on the CRX, and even then I may need a cowled hood, but it should fit. Read the rest of this entry »

In case you hadn’t already guessed, this was an April Fool’s joke. CRX2.0 is still in full swing and will not be ending any time soon.

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