Honda D16Z6 - 1.6 16v SOHC VTEC

Right then people. Next year should be the year when I pay off all my debt I plan to finally get some engine and transmission work done. Originally I wanted a nicely speced TB'ed engine (106 GTi). No lairy cams, just 40mm trumpets, piper 270 and a ported and polished head running Emerald management. Then get a rebuilt S1 rallye box with LSD. Thats it!

That was the plan, nice and simple. But Ive been very very badly swayed by zee evil Japs! In particular the Hondas man. They make some pretty hardocre engines! Let me set the story...



I had my car weighed last weekend with the help of DannyGTi, 860kgs with around 270kgs in the rear. Im quite happy with that as the weight will be reduced a lot more in the future and with also plans to have a 25l fuel tank slapped in the rear.

Sooooo, after research into my Pug 106 GTi engine I found that the block is not aluminium, its actually cast iron! WTF! No wonder theres so much weight up front. So just generally started looking into more info on my own engine and others (with no other intensions). Good compression on the GTi engine, DOHC with a 7250rpm limit. Cool cool. Then the bomb hit me. D-series...



Was reading up on these beauties all yesterday at work. And fell in love with the idea of an all aluminium head/block SOHC VTEC with 125bhp with a rev limit of 7300rpm!
But hold on, thats not all, parts are interchangable from all other D-series engines. They come with forged parts as standard too. You can change the heads over to improve airflow, change pistons to up compression. All for pennies..



These engines dont look very big, I know this is the most n00bish question ever. But how much work do you recon would be needed to slap a B16Z6 into the front of a tiny Pug 106. (engine comes from the old civics before the EK shap)

What are the Honda gearboxes like? What kind of custom fabrication would I need? I know these are stupid questions but I really am thinking about such a conversion, just that I dont want my local pug tuner to either quoting me £10k for the job and me saying "do you take credit" or them just plain laughing at me.

You may be wondering why I would bother with the idea, but its mainly due to 3 reasons:
1 - id love to carry out work on an engine myself and be invovled in a rebuild
2 - its something different
3 - ive always been a fan of honda engineering (just their older models imo are ugly, oh and the new civic)


Laugh at you will, but I can dream!

BTW this post is pretty much aimed at one person, you know who you are!

don't listen to him, he will tell you to do it, and do it with an angle grinder and a pair of mole grips

Do it.

Im prepared to angle grind the crap out of my bay just to get it in there. Crower stage 2 cam, some compression rising pistons, custom exhaust and manifold made to match spec and an enlarged TB. Good flowing head, stand alone and a good map!

Have no idea on gearboxes however. And how I go about the driveshafts!

Im excited..

And now the more informed post...

The major problem you'll face is the fact the honda has it's box on the offside, not the near like the 106.

The d series is an awesome engine, but to fair a tad underpowered in standard form... but as you said 99% of the parts are interchangable, and the weight!! Easily weighs less than the alloy blocked 8v tu's.

It would be a cool little project, and a cheap project, but would need a hell of a lot of work... once the engine mounts are made and the driveshafts lined up, it should (in theory) be plain sailing.

Don't know if i've actually posted what i've done... i'm using the d15z1 block mated to the d16 head (electric vtec) to give me about 1550 cc and a nice CR, using the D13c flywheel clutch and box.

Tuning is neigh on limitless, much stronger engines than anything to have come out of France, with nearly standard lumps able to take 28psi of boost with ease.

I suggest you take a look at pgmfi.org and look into the mapping on the standard ecu too...

Just seen you've posted while i was writing that...

Boxes... most of the civic (about 1996 on iirc) just hydrolic clutches, so you'd either have to source an earlier one, on convert to a hydrolic pedal (not too complex)

If you can find an import CRX i'm sure they came with a cussco LSD (same as my city)

As for faults??? Again nothing

rushy_23 wrote:

Im prepared to angle grind the crap out of my bay just to get it in there. Crower stage 2 cam, some compression rising pistons, custom exhaust and manifold made to match spec and an enlarged TB. Good flowing head, stand alone and a good map!

Standalone isnt needed... there are several programs out there to map the standard ecu with an eprom emulator (a chip you plug into the ecu and map live off a laptop) somewhere like www.tunewithcrome.com (iirc)...

TBh the easiest way to get good, usable power in runing a nice bit of boost... crome will let you lower the vtec point (or run it on a switch on the dash like i will be) so you'll experience very little lag with a T3 turbo...

In a strange way this all does sound doable. Think thats actually worrying me.

I noticed that on the hondas the cams pulleys sit on the other side also. Guess thats why the box sits where it does?

Like the sound of the box with the LSD. Bet they are rare finds though?

Good that i can know standalone off the list then, as long as its a good map and running solid I would be very happy. Only thing I want to stay away from is forced induction (sorry man lol). Would ideally want a 150bhp spec fully NA. Not stupidly hi reving but with a good power band.

Forgot to say, what is the size of this engine like compared to the Pug/citroen 1.6 16v unit?

In all aspects?

Size wise their pretty much the same as an 8v... box is smaller.

Als forgot to add... they 1.6 will happly rev up to 10k

It would be a huge job I imagine

But seems very interesting/challenging.

My mate was just telling me about the 1.5 16v DOHC 130bhp engine they do too? OMG so many options!

The B series??

It will be a LOT of work... but its soooooo different!

tbh for the amount of work... google k20a2

Nah thats another D series, sounds prrtty sweet but the D16Z6 sounds more appealing.

K20A2! Ahh lol. You can arrange that one man.


A lot of work indeed, sucks though cause I know it would cost way too much.

sensible time.....for all the faff, why not just get a civic? from memory your GTi is pretty clean, and they still go for silly money.....

All d series are sohc?

D16z6 is 124bhp?

But as alex says... you could just buy a civic

Or a crx

Or a city...

http://www.pistonheads.com/sales/492398.htm

I like both looks and performance. Civics and CRX's look GASH! Only Hondas Id ever own are
S2000, DC5, EP3 and an NSX!

No other honda I like. No not DC2s


What i wanted to acheive from the conversion was a better weight distribution also over the
standard engine. Behind honest though the amount of time and money it would cost it wouldnt
be justifiable...

Like i said, I can dream eh. D series come in DOHC and SOHC specs. Just the 1.5 unit my mate
was refering to is a twin cam, the D16Z6 is a SOHC with VTEC and 16v's!

You can delete this thread now lol.

Girl.

Do it.

Even if you buy a front damaged 1.1 to do it with.

Do it.

I'll love you forever.

rushy_23 wrote:

I like both looks and performance. Civics and CRX's look GASH! Only Hondas Id ever own are
S2000, DC5, EP3 and an NSX!

No other honda I like. No not DC2s

Thank fuck you said that...you don't know how close you came to having your balls fed through a blender

The newer style S2000s are amazing cars man! No way could I not inc that in my line up. Good engine, brakes suspension. Has to be the roadster though.


As much as I would love to do the conversion, its never going to happen and I know that. Ive been brought back down to reality today. NA crappy TU engine it is..

Orrr... just buy a better car?

Better car means more maintenance and higher running costs. 106s are cheap!

Nought wrong with the car, just didnt want to follow suit!

That's what put me off the Van... it seems every tom dick and harry with a couple of grand is driving a Gti on bodies and cam's... Yawn

Different is the future

I am still tempted by the sound of a rotrex spinning away...will see what the insurers say about the S2k next year

Not all D series are SOHC, mine is the D16A9 which is DOHC and 130bhp standard.

Looking through all the posts, you might like to look in the for sale section.

I have a very quick Civic for sale.......

Kai

Yup fully aware mate, seen some DOHC D-series engines. However its the smaller SOHC's
I was more looking. Some awesome stuff on the D-series forums.

Was looking at just an engine mate rather than the full car. But seems a lot of fabrication
is needed..

^^
For a conversion that is I mean.

Hang on the D16Z6 is a DOCh, but only uses a single cam pulley... which are we talking here?

The city is using a D15 something block and the d16z6 head... so confused now

From what I remember when I was reading up on them, the D16Z6 is a SOHC but 16v!

They still have 2 cams, but one runs of the other instead of having 2 pulleys...

D16Z6
Found in:
1991-1992 Honda civic si
1992-1995 Honda Civic EX, EX-V and SI
1992-1995 Honda Civic ESi (European Market)
1993-1995 Honda Del Sol Si (US)
1993-1995 Honda Del Sol ESi (European)

Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.2:1
Power : 125 hp (93 kW) @ 6600 rpm & 106 ft·lbf (144 N·m) @ 5200 rpm
Redline : 7300 rpm
Fuel Cut : 7411 rpm
Valvetrain : SOHC VTEC
Fuel Control : OBD-1 MPFI
Head Code : P08
ECU Code : P28


D16A9
Found in:
1988-1991 Concerto (UK/Europe)
1988-1991 CRX 1.6i-16(UK/Europe/South Africa)
1988-1991 Civic 1.6i-16(UK/Europe/South Africa)
1989-1996 Rover 216/416 GTi (UK/Europe)
1992-1995 Civic Si (Peruvian version)

Displacement : 1590 cm³
Bore and Stroke : 75 mm X 90 mm
Compression : 9.5:1
Power : 130 hp (97 kW) @ 6.800 rpm & 108 ft·lbf (146 N·m) @ 5.900 rpm
Valvetrain : DOHC 16v
Redline: 7.200 rpm
Limit: 7.500 rpm
Fuel Control : OBD-0 MPFI (92-95 OBD-1)
ECU Code: PM7 (92-95 P29)
GearBox : L3 Cable type (92- 95 S20)