![]() We drove two hours, got there, and met the Russian family that owned the car. The electric drivers seat was busted, and both front seats were in bad shape. Rear disc brakes, pre-wired for VTEC (more on that coming later)Įthan picked up a 1996 Accord EX (the 96-97 models received a facelift and OBD2a is similar enough to OBD1 it doesn't complicate much) with 230k miles on it for 600$. He wanted a 4 door, and I suggested we hold out for an EX model. CD5 is a 4 door sedan model, CD7 is a 2 door coupe. Coupes and sedans are readily available, usually stock, and there's a surprising amount of factory 5 speed cars out there. So now that we know a little bit about the motor, lets talk about the CD chassis. The manifold and cylinder head were indicative of a 98-99 model, having "PGMFI" stamped on top of the intake manifold, which has a JDM H22A head, with a "stroked" block for the 2.3L displacement and 10.6:1 compression. I've read that according to dyno numbers gains from a header on a H22 are minimal but I'm expecting to get a bit from the Megan header we installed. I did notice however, that the exhaust manifold it came with was very thin and paled in comparison to even a stock H22 header. To the best of my knowledge there's not a whole lot of difference between the two motors, and I'm not sure which one we got. m) 5,300 rpm and comes with a "blue top".m) 5,300 rpm and comes with a "blue top".įound in the Japanese 1998-2002 Accord Wagon AWD (CL2).H23a Bluetop motor specs per wikipedia (take it for what you will)įound in the Japanese 1998-2002 Accord Wagon SiR (CH9). ![]() For this swap, the plan was always to run it OBD1 off of a P28 ECU. 02 from having done this personally.įor the H23a into a 93-97 accord it's not just about a motor and a car, in a lot of ways there's kind of a theory-crafting that goes into it. Fortunately, basic components like distributors, spark plug wires, and water pumps shared part numbers with the Integra of its day.I've seen checklists for swaps like this but I thought I would give my. Enthusiasts couldn’t just walk into their local Acura dealership and ask for ZC parts technically, the engine didn’t exist here and, although similar, they’re different than U.S.-spec ’86-’89 Integra engines. Keep in mind that internet message boards weren’t around yet so most would make what seemed like endless visits to their local parts suppliers in search of the proper solution: a late-’80s Prelude timing belt. Basic maintenance and timing belt installations proved especially tricky when considering the ZC not only were the belts difficult for Americans to get, even when properly installed the ZC’s cam timing appeared off by a tooth even by the most experienced of mechanics. At least in the early 1990s.īut living with Honda’s first mass-accepted twin-cam engine wasn’t entirely perfect. Unlike B- and H- series swaps, though, even the Civic’s existing engine mounts, brackets, and shift linkages bolted right up, as did most any Civic transmission of its day.Īftermarket support for the ZC has always been minimal, but even in stock form the 130 hp and 105 lb-ft of torque that the 1.6L engine supplied was worth it. With a 3mm difference between the SOHC and ZC exhaust port openings, a little massaging for maximum flow was in order when using the D-series header, which was almost always necessary since few junkyards sold engines with such components. In terms of parts transferring, the exhaust manifold proved to be the only problem. Of course, all of this could be bettered with simple bolt-ons or even that turbo kit leftover from the D-series. ![]() The JDM ZC offered a horsepower bump that put pioneer engine swappers right in that 130hp-zone, with torque measuring in at more than 105 lb-ft. Perhaps the most appealing aspect of the ZC swap was its innate compatibility with most of the receiving vehicle’s previous engine upgrades, as most of the bolt patterns and sizing between the D-series and the ZC matched. Finding that the ZC engine would fit with very little effort, garage mechanics flooded California’s engine importers in search of donors. Wanting to be a part of the two-cam club, the die-hard began swapping their factory engines for their imported JDM brethren. Its primary difference is its mounting points, which keeps it from directly bolting into any North American-bound Civic. Although the first-generation Integra's twin-cam D-series may appear similar to the ZC, it isn't really. ![]()
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