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Hmm, not labeled wrong. From the VIN, We get:
1HG - Passenger Car
ED6 - Civic 1500 Hatchback
3 - 4-speed or 5-speed manual/2-Door Hatchback
5 - DX (ED6)
L - 1990
H - Ontario Factory in Canada
Interesting that he lists a 5-speed manual as a modifcation, it must have been a 4-speed originally. So basically, the drive train is whatever he put in there,... 100% feedback positive though...
That DX's engine looks like my DX's but it isn't really possible to tell a D15B2 from a D15B1 from just looking. Unless you look at the block stamp. The difference between those two engines is just a restrictor plate in the b1.
The valve cover is red as is the throttle body cover. The color of the valve cover would mark it as being some particular specialty engine but, as far as I know, the throttle body covers were all black. So the guy probably just thought it would be cool to paint them red.
"...does dual port instead of multi-port injection make it less responsive or is that something that only matters at higher rpms?"
I too usually keep them both at half or less aside from merging and the like. My DX did have less responsiveness but it wasn't the engine's fault. The stock air intake was too restrictive for the DX. I'd throw the throttle open to make a quick merge and the entire engine would lunge violently and pause before picking up. The Si doesn't have that problem even though it has the same stock airbox. I fixed the DX by drilling a gazillion small holes in the bottom half of the airbox. Not a cold air intake but was a simple mod that keeps the engine quiet throughout the entire range. I understand that those CAIs get loud at interstate crusing speeds and I do a bit of that.
No vtec in these older engines but at around 3200rpm it does feel like something is kicking in. I think the computer starts dumping fuel in at that point cause it doesn't do the fuel economy any good.
Seeing as that 96 is all rounded, I would have liked to tell you that it would be a better aerodynamic starting point but have you seen this site's Vehicle_Coefficient_of_Drag_List a 0.33 vs 0.36 Cd. Back to the DX, the side skirts look like they'd have the same function as the stock mudflaps and give the air a smoother path between the wheels. Depending on how it is attached you might be able to do ABA testing. No comment about the front and the back.
Oh, I just mentioned the body kit cause, you know, some people use these as learning tools or are simply too cheap to do it right. Then sell their handiwork to someone else because they don't want to deal with the fallout. I happened to see an example of that which scared me away from buying that particular car and bodykits in general.
Swapping parts between an early 88-89 4th gen and the later 90-91 4th gen isn't as simple as staying within the same year. They made some mid-stream changes. They didn't retool the production line, but some things did get left out. Point being that a conversion wouldn't be a completely plug and play event. Nothing major that you couldn't sort out in short order though. As an example, the seatbelts are connected to the body in the early 4th gen but in the door of the later models. The connection points for the seatbelts are all there under the carpet and behind the lower molding which still has the opening for the belt. But the upper shoulder belt connection on the B-pillar doesn't have a nut welded on the inside. The hole is there but not the nut. I know that people have done a seatbelt swap before, so it is possible just more work.
I don't know what your timetable is but finding needles can be fun. Oh, rust! I don't have too much of that. Not in the normal places anyway. If you do find a nice one, try taking the rear interior out and looking inside the curved parts above the taillights and other places where they are known to rust. Production stardards weren't very high in those areas. Bare metal and bad welds. Getting some sort of rust treatment/prevention in there has done my cars very well.
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