honda zc engine

people are always talking about how these are such the great engine and so on...im just curious as to why that is...i looked at their specs (listed at bottom) and im not that impressed with the numbers...am i missing something?

DOHC 4cyl. 16valve
• Year: 88-91
• HP: 137hp@6800
• Torque: 108lb-ft@5700
• Redline: 6700 rpm
• Diplacement: 1595cc
• Compression Ratio: 9.1:1
• Transmission Type: Cable

 

you are pretty much right, but there are two versions of the engine, and bone stock, they are teh suck. There are SOHC and DOHC versions, even though they have the same engine code. I personally hate both versions from personal experience, but I have seen several guys who run superchargers and turbos, and love them to death. They swear by it on their lives.

 

i have no personal exp with these motors, but i do know they swap in nicely. the d series trans bolts right up. you can even put a ZC head on a d series bottom end or vice versa (zc block, d head). the zc transmissions also had an optional LSD, so a lot of SOHC guys look for the trannys for their motors for the LSD.

i think its more about the motor and trans being compatable with d stuff that makes them appealing to people.

 

I love my DOHC ZC. it has good low end torque and yes turbocharge or supercharge is better. I have a Si tranny with short gear ratios but I like the ZC tranny better because it had a LSD and the gears were longer. My ZC tranny blew and I don't know why.

 

zc sohc motors are a good cheap motor that are readilly available. you can make some pretty good power if done correctly(example bisi ezerioha ran 10.77 on one many years ago) one of the advantages is the fact that you can run some pretty large valve diameters with out any valve to valve interferrence. another good thing is that they come with 89mm stroke same as b18a/b.

 

ah i see...this is helping me to understand why now

 

the main reason people want the zc is because its a direct swap, no wiring changes, no need to modify the shift linkages, no motor mounts to buy. it just drops right in and bolts right up

 

Not to mention cheap. I had a single cam ZC in my '91 Si. It wasnt a bad motor.

 

ok this might sound like a dumb question, but, i have a del sol auto... i have all the parts for the auto to manual swap except the tranny... my mechanic says that he can get me a zc tranny cheap... is it possible to putt it in my car... itts a hydro?

sorry to thread jack... just thought id ask while everyone was on the topic of zc motors...

 

the zc trans will bolt up to the D series engine

 

thanks... also would there be any benefit to using the zc tranny instead of an ex or si tranny??
or is it only for the jdm bling factor?? jk

 

@solbrothers

i personally havent any experience with this swap either i just have read up on it a little.

\/ "Off a website i found"

General info on swaps and prices

The ZC is widely regarded as the easiest engine to swap into 4th Generation Civics. The positive aspects of this engine include the price; DOHC design, availability and both engines are directly bolt in. The ZC is a Japanese Domestic Market engine and was featured in the CRX Si. And because this engine is D-series it will work with all D-series cable transmissions. The price for these motors can range from 500-750 depending on the source and condition with the transmission being optional. The Si transmission has the best gear ratio and will provide the best acceleration. Other choices include the DX and HF transmissions although the HF transmission is not well suited for high performance driving. Using the ZC transmission makes this swap slightly more complex. First, the axles and intermediate shaft need to be from the ZC or D16A1/3 setup. The computer and On Board Diagnostic's are all OBD 0 and there are several ECU's that can be used. These include the D16A6 ECU (Si), D16A1/3 (Integra), and or the ZC ECU. All have similar fuel cutoffs and with a stock drive train little power will be made above 7000rpm.

The D16Z6 is another inexpensive option that can be installed without much trouble. This motor will bolt right in and can be found for around 600-800 dollars. The positive aspects of this engine include VTEC, availability, and price. Usually with this setup the d16 long block is mated with a cable d-series transmission. There are several options with the ECU. Either the D16Z ECU is used, or the stock ECU is retained and a VTEC controller added. *Remember, all 4th Generation Honda's use cable transmissions while 5th and 6th Generation Honda's use hydraulic transmissions.

 

some more info on ZC engines

ZC Identification Guide
The ZC engine is one of the hardest to identify because there are many different versions of this engine. Honda offered this engine in both single and dual overhead cam designs, as well as fuel injected and carbureted versions of these. This article distinguishes the different versions of the ZCs offered. Hopefully this will separate the facts from the myths.

The first ZC
ZC’s were first offered in Civic’s and Integra’s in 1985 and were still being manufactured in vehicles up until 2001. The first Generation ZC’s were offered from 1985 through 1987. These engines can be found in 85-87 JDM Civic’s and JDM CRX Si’s and were very similar to the 1986-1987 US Integra engine. It’s worth noting that this engine came with the highest horsepower rating of all ZCs at 137 horsepower. Remember, these engines were offered in Japan and similar versions offered in the United States were only offering 112 horsepower. The main difference is Japan’s higher quality gasoline and different fuel curves along with slightly higher compression. These engines are usually bolted into 1st generation Crx’s and 3rd Generation Civic’s along with 1986-1987 Integra’s. Most of this is pretty straight forward. The main problem lies within the carbureted versus fuel injected models offered during these years. This conversion is both difficult and time consuming and really not recommended because the results really aren’t that impressive.

Swapping the 1st generation ZC

To bolt this engine in, the following mounts will be needed. First, the passenger side mount and rear mount from the ZC/Integra should be used while the driver’s side mount and bracket need to be used from the Civic/Crx. To make things easier with wiring just use the stock wiring harness. Several of the wires may need to be lengthened but there shouldn’t be any other problems. Ideally, the ZC ECU should be used however the Si ECU is adequate. If installing the Civic ZC into an 1986-1987 Integra is the goal, you’ll need the Integra intake manifold and throttle body. Remember, the OEM wiring harnesses should be used with its own engine to make the swap easier and cleaner.

The 2nd Generation of ZC's
In 1988 Honda introduced the second generation of ZC’s. These came with a black valve cover and have several differences when compared to the first generation ZC’s there. First, it’s important to realize that there are two types of ZC’s. The first, offered exclusively in JDM Civic’s/CRX’s, has ZC stamped on the block. The second is the D16A8/D16A9 and it came in USDM Acura Integra’s. These two engines are not interchangeable with one another and have different engine mounts. The Integra’s driver’s side mount is located near the front of the engine while the JDM ZC’s engine mount is closer to the timing belt cover. It is also worth noting that the valve covers and intake manifolds are also slightly different.

What do these fit?
Because the 88-89 Integra ZC engine mounts the same as the 86-89 Integra, the engine will not only bolt in to the 88-89 Integra, but also into the 86-87 Integra and 84-87 Civic or CRX. Cool you say? Well, sort of. The reason this is not done more often is because of the wiring differences. Some big changes need to be done. The two major sticking points are vehicle speed sensor and electronic load detector. These require more than just a couple of wires for the conversion to work. The 88-91 Civic style ZC is a direct bolt in to the 88-91 Civics and CRXs. You can bolt the ZC to the stock transmission easily too. You just need to make sure you have the right clutch and flywheel combo. The easy way is to match the pair to what ever year transmission you use. Electrically the ZC is identical to the Si with the exception of the distributor wiring.

If you decide to use the Civic ZC transmission with your Civic ZC engine, get the Civic ZC intermediate shaft because there is no US counterpart to this part. The 86-89 Integra intermediate shafts will not fit, and I don't care what your friend heard or said.

The 3rd Generation ZCs

Is there such a thing?
After 1992 in some Civics and a few 1994 and up Integra’s, still came with the odd model: the DOHC ZC. These ZCs look like the Civic style ZCs from 88-91 but have the later style electronics. There are even more Integra and Domani models with SOHC ZC engines. There is not a lot of interest in these (SOHC or DOHC) engines I am afraid, because the B-series VTEC motors bolt right in the 92 up Civics. The ZC does make a good swap in the lowly, underpowered CX or VX, but only with the EX, Si or ZC transmission, otherwise I don't recommend them. But for the sake of argument and to impress you with our large volume of trivial Honda knowledge, let's go ahead discuss them.

To recognize the 3rd generation DOHC ZC engine, just look for the black valve cover and 92 up grey colored electrical connectors. Some of the other visual clues are:

* a plug in the end of the exhaust cam, like the B-series motors
* two studs sticking up from the driver's side engine bracket poking out of the timing belt cover
* and no writing on the top of the intake manifold, just the three raised bars on the casting like all the other 92-95 Civic engines.

What do they fit?

Well, they will fit the 92-2000 Civics or the 94 up Integra... not that anyone would want to put it in an Integra. Again, this engine bolts to the stock transmission and the Si or EX transmissions make for a decent combo. But if you decide to use the 92 up ZC transmission with your 92 up ZC engine, get the 92 up Civic ZC intermediate shaft too because again, there is no US counterpart to this part. Although it is different from the 88-91 style, it is interchangeable.

Hopefully this clears up some debate about the ZC motors.

 

I personally love the single cam ZC from experiance......that thing loved to be reved and ran strong all the time.....between the (DOHC) Zc or the (SOHC) ZC i prefer the singlecam....ive had many encouters with guys running the (DOHC) ZC in same car and perty much the same bolt ons and wow...i always took them of the line...bigtime. they would begin to cath up in third gear but it was never enough to beat me. My singlecam had aloot of track time with me and always ran well for 3 yrs...now two other guys have owend this car and same motor and have beat on it more than i have and that thing is still running strong...i loved it so much i bought another singlecam Zc so i can do another project and woop more ass.

 

so i can throw the zc tranny in my del sol... or would i have to find some honda civic zc half shafts?? im confused...

 

ive got a d16z6 sohc vtec ..
if i put a zc dohc head on my bottom end ..
will it increase hp and torque ?

 

you would be better off modding your z6. wider range of options as far as building it or just bolt ons whether it be n/a or turbo.

 

The ZC was a group of Honda engines for the Japanese market. There were several kinds of ZC.I got the black cover zc ported and polished for 200 bucks with tranny,axles , teg ecu,intake and exhaust manifold.The DOHC ZC is SIMILAR to the D16A1 Integra engine but it is by no means the same.

 

zc-1

[COLOR="SandyBrow:help: n"][/COLOR]good morning gays from greece
i have a big problem whith my crx 1987 16i-16v
zc1 doch 1600, motor my love is mix oil in the radiator i chance 2 times the guarnition of the head but no solution in greece is not possible to find a zc1 motor ,,anybody knows any soloution ? in greece is easy to find d16 motors also parts,, any idea about ?to make any trans?/ thanks any way:attention:

 

^ to above post ^

sounds like you just need to replace your headgasket. If the oil is mixing in with the water as you say, im 100% sure that your head gasket needs to be replaced.