Honda CR-V 1.4 D14 Engine Conversion

This first-generation Honda CR-V was converted from its original 2.0-litre B20 engine to a 1.4-litre D14, with the aim of improving fuel consumption. The project combined the smaller engine with a front-wheel-drive conversion, retaining the original CR-V manual gearbox and front driveshafts.

An Evolution Industries D2B conversion kit provided the basis for connecting the D14 engine to the CR-V transmission. The installation used the kit’s adapter plate, D2B flywheel and intermediate-shaft mounting arrangement, together with a B16 clutch.

Preparing the intermediate-shaft support was an important part of fitting the kit. The support bracket was modified and drilled to suit the D2B half-shaft adapter, allowing the shaft to be supported in the revised engine-and-gearbox arrangement. The project photos document the bracket marking, drilling and preparation.

The adapter plate also required a CR-V-specific modification. Because the original CR-V starter motor sits on the opposite side of the gearbox, a clearance cutout was marked and cut into the plate. The modified area was then refinished before the plate was fitted around the starter.

Electrical integration involved bypassing the ECU’s immobiliser and rearranging wiring between the engine harness and chassis harness so the replacement engine could operate with the CR-V’s electrical system.

The front-wheel-drive conversion involved removing the transfer assembly, propeller shaft, rear differential and rear driveshafts. Removing the transfer assembly also created the clearance needed for the new exhaust. A fabricated aluminium blanking plate sealed the opening left in the gearbox.

The outer cups from the rear driveshaft CV joints were cut down and refitted into the rear hubs. These retained the outer stub-and-nut arrangement needed to keep the rear hub bearings correctly clamped together. The remaining cups were coated with underbody Schutz to protect them against corrosion.

Removing the rear drive hardware reduced carried weight and eliminated associated rotating components. The retained CV cups and added conversion hardware need to be accounted for in any overall weight-saving figure.

The exhaust installation uses a stainless steel 4-2-1 manifold and an SRS adjustable catalytic converter.

On the intake side, the original upward-facing D14 manifold was replaced with a Skunk2 Pro Series side-entry manifold, paired with a whale-style induction intake.

The change in intake orientation required the throttle linkage to operate in the opposite direction. The spring-loaded throttle-cable pulley/linkage from the original B20 was transplanted onto the throttle body to suit the revised arrangement.

The engine bay follows a blue-and-yellow theme. All coolant hoses were replaced with new yellow silicone hoses, while a blue Mugen valve cover and matching blue spark-plug leads completed the colour scheme.

A transparent upper timing-belt cover was also fitted for its appearance and to make visual checks of the visible belt surfaces easier without removing the cover.

The completed configuration combines the D14 engine, original CR-V gearbox and front driveshafts, B16 clutch, adapted D2B installation, revised intake and exhaust, and front-wheel drive. A longer fifth gear is planned to reduce cruising engine speed, but has not yet been installed.