Please Post D16A1 Swap Info Here

[bmckay]

I'm still kinda leaning toward making this work. The motor is out of a 1990 CRX and was completely rebuilt a little over a year ago. New bearings, pistons & rings, head rebuilt, etc. The owner of the car just did a swap for a bigger motor and I got the D16A6 for $250.00. I got the AC Compressor, an adjustable cam gear and a few other misc stuff with it. I think I'm so far ahead on cost that I may be able to afford all the extras this motor would require. What do you think? If not I think I'll be able to get my money out of it and start looking again.

[88novarules]

Originally Posted by bmckay

I'm still kinda leaning toward making this work. The motor is out of a 1990 CRX and was completely rebuilt a little over a year ago. New bearings, pistons & rings, head rebuilt, etc. The owner of the car just did a swap for a bigger motor and I got the D16A6 for $250.00. I got the AC Compressor, an adjustable cam gear and a few other misc stuff with it. I think I'm so far ahead on cost that I may be able to afford all the extras this motor would require. What do you think? If not I think I'll be able to get my money out of it and start looking again.

I have a couple good questions... What did you get with that engine?

Cause at ebay a zc dohc costs about 800$ with 5spd tranny, ecu, wiring harness, mounting brackets. all the stuff you practicaly for a swap and they pack a mighty 135hp, not bad for a 1.6l dohc w/o vtec.
To get a tranny to maybe fit that would cost easily 400$ at a junk yard cause they are crazy like that. To explain why (JDM) japaneese engines, why they are so cheap with what they have is because of the strict laws over there. A owner of a car in japan has to either replace the engine or scrap the car at 40k miles, thats why there are alot of engines imported from there here. American companies see the import boom and see it as a money oportunity. That engine you have i believe produces 90hp stock, although you say it was rebuilt so it may have more hp due to boreing the cylender walls. As I say thats my opinion, im just trying to save you heart ache at looking at the bigger picture. Plus the zc is a way easier swap. You would have to make coustom motor mounts.

[lxndr]

Originally Posted by bmckay

I now realize this is a D16a6 88-91 CRX SI. It's a SOHC W/red valve cover, am I in trouble? I'm hoping this engine will pretty much drop in and my 5 spd tranny will bolt up. Right, I hope?? If not, which trannys will match up?

I also don't think I want to try converting to FI (still leaning though), I didn't get the wiring harness or the ECU, so was hopeing I could bolt on my old intake and a new carb. Right, I hope?? Feel free to convince me going FI isn't so hard....

I've read differing stories about improving performance by switching ECU's and would love to hear your opinions on which would be best, since I'll be shopping for one anyway.

This engine came complete with the exception of a missing altenator, but nothing extra. no shift cable, mounts, wiring harness, gauge cluster, axles, etc. Will I need any of these? What else will I need besides the obviouse water pump, belts, hoses, timing belt, tentioner, etc?

First off, you got hosed!

Secondly, I agree with "88novarules", an '86-'87 USDM D16A1 or JDM D16A1-ZC would solve most all of your problems. But I wouldn't get one off ebay, simply because you'll pay another $400-$500 just to get it shipped. Instead look in your phone book for a JDM engine importer, then go check out the motor and pick it up yourself.

But that's not what the issue is. The issue is that you bought this motor and now you want to know how to make it work, right? I don't know everything that is involved with making this motor work but I can pass along what information I do know.

You will need to use this motor with either single port or multi point fuel injection. The D16A6 motor has an electronic advance distributor that requires an ECU in order to operate, so as long as you need to have the ECU you might as well run a full multi point FI system. This will require that you have a donor wiring harness from an '88-'91 CRX SI or an '88-'89 Integra. Besides, the ports on your carbed manifold won't match up to the D16A6 head without some grinding.

Your transmission will not bolt up to this motor. You will need to get one from an '88-'91 Civic/CRX. While you're at the junk yard getting a wiring harness and tranny, also pick up the radiator hoses, throttle cable, and shift linkage.

Keep in mind that this motor will not directly bolt in to your car. You will need to modify ALL of the motor and transmission mounts. Also you will need to construct your own CV axles by using the inner CV joint and shaft from an '88-'91 Civic/CRX, and the outer CV joint from an '84-'87 CRX. Im not sure if the '86-'89 Integra knuckles will work instead of making your own CV shafts since I've never compared the splines of an Integra knuckle to those of an '88-'91 Civic/CRX CV shaft. I do know that the splines are different from an '87 to '88 CRX because when my CV joint went out, I ordered a rebuilt CV shaft for an '86 CRX but received one for an '88-'91 CRX, and of course I didn't notice until I was 3/4 of the way into the project.

You'll probably want to ask around in the '88-'91 Civic/CRX forum to see which ECU is best, but I think you can use a PM6 and have it chipped. An 88-'89 Integra will also work, but these work better for the D16A6-ZC motors or for Mini-me swaps with a Vtec controller.

You will also need a VSS from either an '84-'87 CRX HF (best), an '88-'91 Civic/CRX, or form an '88-'89 Integra. The CRX HF VSS is best since it fits right into your gauge cluster. The '88-'91 Civic/CRX VSS won't fit in your gauge cluster and the '88-89 VSS will fit but the speedo will be incorrect.

Well, that's about all I know.

But...
I have to ask, why are you going through all this effort to swap in a motor that only gets 10 Hp more than a stock '85-'87 SI motor? If that's is all the HP you'll gain, why not just rebuild and modify the stock EW motor? The stock motor can be bored out to accept D16A1 pistons, this along with a cam, an SI head, an exhaust manifold, and a CAI and you'll produce more power for less money and effort. What you paid for the new motor would have paid for the D16A1 pistons and a reground camshaft.


Anyway,

Good luck!

[bmckay]

I actualy think I would be going from a 76HP D15a2 to a 109HP D16a6. I could be wrong.....

Like you said, I got hosed! My ignorance and a shifty character who told me it was a D16a1. He said it was the same thing and I didn't know any better.

I found a thread on redpepperracing with lots of pics where a guy had done everything I would need to do just to mount this motor. It's not pretty! It's doable, but requires alot of cutting and welding just to manufacture the mounts. The very thing I want to avoid!!!

Any way, I was hoping I could make it work but think your saving me alot of time and money. I'm sure I'll find someone who could use a rebuilt D16a6.

There are several Importers here in NE Florida and I'll go with an integra D16a1, unless I find a steal on a donor car that would make this motor work.

Considering I'm swaping from a carbed 87civic what are the advantages & disadvantages between the '86-'87 USDM D16A1 and the JDM D16A1-ZC?

[lxndr]

The only major difference between the USDM and JDM motors is the cams, that and the JDM motors will only have about 30,000 miles on them. The USDM D16A1 motor produces about 115HP while the D16A1-ZC motor puts out almost 140HP. Either engine will install exactly the same, and you can either install all the FI electrical from a donor '86-'87 Integra or construct a carbed manifold for it (ask cvcc_wagon for some advise on constructing a manifold).

If you decide to go carbed use the '86/'87 motor since it has a vacuum advance distributor. If you decide to go FI then you can also use the '88/'89 motor since you will have to install all the electrical anyway. The advantage of the '88-'89 D16A1 is that it uses an electronic advance distributor, ELD (electronic load detector), and a VSS (vehicle speed sensor). The '88/'89 motors also produce slightly more HP due to the domed pistons (higher CR) and larger intake plenum. The disadvantage of the '88/'89 motors is that thay have weaker connecting rods than the '86-'87 motors, but this shouldn't be an issue unless you're planning to run a turbo or NOS.

Oh, and about the 10 Hp more thing, I was just trying to put things in perspective. To me it seems that you would be putting alot of effort into swapping in a motor that won't give you much gain, when you could spend less effort rebuilding your stock motor to produce just as much power or swap in a D16A1. If you wanted to go through all the trouble of swapping in a motor that won't directly bolt in, you'd be better off swapping in a B-series motor. Granted there are more aftermarket parts available for the D16A6, but power is limited without spending alot of $$$. This is why most people with '88-'91 Civic/CRX's who are looking for more power either do a mini-me swap (VTEC), or they swap the D16A6 for a ZC motor.

[bmckay]

Originally Posted by lxndr

The only major difference between the USDM and JDM motors is the cams, that and the JDM motors will only have about 30,000 miles on them. .

Do they realy still have '86-'87 integra motors with under 30,000 miles coming out of Japan nearly 20 years later???

Didn't they make a JDM D16a1 with a carb at some point? If so how hard would it be to find that intake and aftermarket carb to match?

I've read numerouse how to's on this swap but all of them involved swapping into a Civic with FI. does anyone know of links to info involving the switch from Carb to FI on an 87 civic? I'm well capable of doing the wiring, I just would like to read up on any of the problems I may incounter and would like a better understanding of the extra parts I would need to find in order to make the switch.

I for sure don't want to be the first egg head to do this! I'm sure avoiding the headaches of tuneing and maintaining a carb would be worth the extra effort though.

Thanks for all the help!!!!

[cvcc_wagon]

yes there was a carb version of the D16A1 (both dual sidedraft and single downdraft) way back around 83~84 but only in asian and australian markets. the manifolds are not easy to get ahold of however. search ebay for a few years and you may come up with something...

Originally Posted by bmckay

I've read numerouse how to's on this swap but all of them involved swapping into a Civic with FI. does anyone know of links to info involving the switch from Carb to FI on an 87 civic? I'm well capable of doing the wiring, I just would like to read up on any of the problems I may incounter and would like a better understanding of the extra parts I would need to find in order to make the switch.

I for sure don't want to be the first egg head to do this! I'm sure avoiding the headaches of tuneing and maintaining a carb would be worth the extra effort though.

Thanks for all the help!!!!

ahem... have a look at the first post in this thread, a few months ago this fellow emailed me asking me to add his webpage writeup on converting from carb to Fi with the D16
http://www.the-compound.com/dylan/crx/

[87civicfranky]

hey guys whats up! sorry to take so long on my up date....
so heres what i got.... the motors a jdm d16...the things in mint condition its...its fi.it brings the motor,trans,harnes,ecu,fuel pump,shift linkage,and a hole bunch of stuff....under a grand$$$...pretty good hu!!!! he says that my carb manifold can be used,and even if it cant,he makes a custom spacer of aluminum or this really hard as plastic...the aluminum one looks expensive,so i want to try out the plastic one....i really whant to see if its realliable and if it is....gona make a few of them,sell them for the same price it cost me,and then you guys tinker it out a little bit....i can make my 4 door f/i but first i want too see the difference,and give the poor (like me ) diffrent and more cheeper ways to go!!!!!

[varisystarter]

what about a parts list to clear this up, so much scattered info is kinda overwhelming

[lxndr]

The essential parts needed to swap in an '86-'87 Acura Integra D16A1 are:

D16A1 motor, tranny, tranny mount, shift linkage, CV shafts, steering knuckles, throttle cable.

Additional parts are:
ECU, air intake tube (if not using a CAI), donor engine wiring harness (since you'll need to switch some pins around), exhaust manifold (if not using a header) stiffer torsion bars, and a brake swap.

If you're on a budget, the D16A1 will run using the CRX SI ECU until you can get the integra ECU, None of the parts from your stock EW/D15 will fit on the D16A1 motor, so you will need a complete donor motor.

An '88-'89 D16A1 will require the same parts, but you will also need a CRX HF VSS, and a complete '88-'89 Integra engine wiring harness including the ELD, and an '88-'89 ECU.

[87civicfranky]

yo guys.....the d16a6 does come carb...its in a place called jr motor connection....its scary just looking at it...it looks like a normal carbed civic...ill try to take some pictures with my cell phone...

[lxndr]

Why do you want to put a D16A6 in your car?

[87civicfranky]

sorry...i ment d16a1....my bad...


its that me so stupid......!duhhhhhhhhhh...

[lxndr]

Oh yeah, you guys were right. The JDM '85-'87 Integra's did have a carbed version of the D16A1. I found some info on a 1G Teg website.

[cvcc_wagon]

they came with a single downdraft pretty similar to the one on the Canadian EW2 and also with sededrafts kind of like the old prelude ones. it's pretty rare but you can get a DCOE manifold to run dual sidedraft Webers or Mukunies (sp?) or whatever.