The Guide to Motor Wwaps!
by Randy » Aug 19th, '10, 06:28
Okay here's the low down..
For the civic 1200 chassis, the easiest swap is the D series single camshaft motors.
You can go with pretty much any year. The most desirable would be to go with a '92-'95 D16Z6 mated to a '88-'91 civic transmission( you go with this transmission due to the fact that it's cable and not Hydraulic like the '92-'95)
1. Strip the engine bay of all parts (I.E.: Engine/transmission wiring harness ,brake booster/master cylinder etc etc)
2. I start off by removing the cross member/sway bars/tie rods.
3. I then proceed to trim and shave the battery tray, the pinch molding below the hood latch, the front upper radiator support.
4. Next step is to bring the motor and transmission in and test fit to see where the inner frame rails need to be shaved/massaged. (see pictures of Peter's Hybrid)
5. I then proceed to build the new mounting plates to support the motor. (I always start with the driver's side and then the transmission mount)
6. Shave the lower lip of the steering box in order to clear the transmission shifter assembly.
7. Place motor in the engine bay and double check that the motor is sitting level, and that both axles will work properly.
8. Weld in both mounts.
9. The front cross member is next!! Place the cross member back on the car, you will have to trim the lip in order to clear the oil pan and transmission. The front mount is next. basically weld two plates to the front cross member and bolt on the mount.
10. Depending on what exhaust manifold you go with depends on what cross member modifications have to be done. I have cut the whole section out of the cross member and re-enforced it. another one had a stock exhaust manifold from a '96 civic (the ones with the cat built right at the top) we cut the cat off, and ran a custom 2 1/4 pipe right off the manifold and brought it out between the cross member and the front valance. On Peter's we built a custom cross member to run a 4-2-1 Mugen header.
11. The Oil pan if you go with a stock cross member you will either have to make some custom tie rod ends, or cut the corner off the oil pan. (I will post pictures of a modified oil pan)
14. All depending on skill, the stock radiator can be used, or a Volkswagen 2 core with external filler. You will have to build custom mounts for either set-up.
13. You will need to run a new fuel line/ change all the hoses at the tank to high pressure injection line/ add a fuel injected pump ( I found the '88 Ford F series inline pump works great
14. You will have to build a complete wiring harness for the EFI swap.
15. More to come...
You will retain your factory axles with the swap. You will need a portion of the shifter assembly (the stabilizer bar and rod) and then you will have to cut and shorten your stock assembly and weld it together.
Honda Z600 Coupe
by Randy » Sep 24th, '08, 19:27
The sporty Z600 coupe was introduced in the US in 1971 with a total production of 40,586 sedans and coupes were sold here. Approximately less than 2-1/2% remain today of that number of which most were sedans.
The 2door Z600 hatchback originally had a 345cc engine in the Japanese market, a more robust 599cc engine was squeezed in for the European markets. It came in basic colors of primarily orange, yellow, olive green and blue. The power plant was a Air-cooled, two cylinder SOHC aluminum engine, this gas miser came through during the oil crisis of the 70’s giving the owners a excellent fuel efficient car, it was rated to get approximately 40mpg while it only held 6.9 gallons of gas.
The Honda Z600 was built on a 123in x 51in chassis and approximately 51in high with a Curb weight of 1312lbs. Given it’s small size it was found to still give reasonable comfort to the driver and front passenger. The back seat would be described as storage only because of the little wiggle room in the back. This car had some interesting advances like retractable seat belts and a in dash seat belt warning system, front wheel drive and power assist brakes.
by Randy » Sep 24th, '08, 19:27
Firstly, the Civic 1200 engine is a very strong little machine which has high rev capability. To exploit this some good cheap modifications which can be made easily are the fitting of a sports exhaust and perhaps a Weber carburetor. The sports exhaust is easy enough, with a set of extractors, a hotdog and a turbo tailpipe should give you a bit more power by freeing accumulation of exhaust gases. Genie make a good tailpipe, the hotdog can be bought pretty much anywhere. As far as extractors go, well in Australia there is a header pipe made by Hurricane, as far as I know this is all there is for the Civic 1200.
Installation of a Weber is where real performance comes from at this level, note that this is not really effective without a decent exhaust system. We have used two types of Weber, the best seems to be the 32 DGV model which is an aftermarket carburetor used on just about everything up to 2 Liters. DON'T believe anyone when they tell you this is the wrong carburetor for a little Honda, from my experience so called experts haven't a clue about the capabilities of these cars! On my own Civic I have a 32 DIR 21 model which comes from a Renault 12, I think my a father picked it up for about 40 $AUS from a wreckers.
Fitting it is pretty easy: Tear off the old carburetor and air filter. Get an adaptor plate, Lynx make one for a Datsun 1200 for about 25 $AUS, that is the one to use. Since Dattos use the same Hitachi carburetor, obviously this will work. Get another air filter, we have tried lots of tricks here but the best seems to be the RamFlo type filters, once again they cost about 25 $AUS.
Honda Accord First Generation
by Randy » Aug 23rd, '10, 20:26
The Accord was introduced in 1976 as a follow up to the Civic
HONDA will soon have delivered the millionth Civic to its customer somewhere in the World. Few cars have aroused as much interest and speculation as the next Honda which would be launched at the height of the Civics' almost mythical success. The new Accord, a thoroughly developed design with many praiseworthy features, fulfills the expectation and more. This is one Japanese car which is judged by its design and technical finesse, commendable road manners, rather than by generous equipment The Accord is a sound development of the Civic in its basic mechanical configuration and design. It is an evolutionary car.
Honda CVCC EF Inline four, transversely mounted and inclined 15 degrees forward, powered by a 1599cc capacity engine delivering a Bore and stroke of 74x93mm. That’s a 8:1 Compression ratio. Power is delivered by a water cooled cast iron block with a aluminum head. The head drives a single overhead camshaft, cogged belt driven and acting on three valves per cylinder through rocker arms. One intake valve in pre-chamber. One each intake and exhaust valve in main combustion chamber. (Remember this is the new emission friendly CVCC design used in the Civics’). It’s carbureted by a Honda-Kehin CVCC triple choke downdraft carburetor, fed from a 50 liter fuel tank by an electric pump. Japanese power rated at 80hp at 5300 rpm, equivalent to approximately 72 bhp. Torque rated at 12.3 kg-m JIS at 3000 rpm. Honda CVCC dual combustion chamber charge stratification, deceleration and ignition control, meeting the 1976 Japanese Emission Standards.
Wheels are driven by either 4-speed manual., 5-speed manual or Honda 2-speed semi-automatic. The manual transmission transfers it power through the use of a single dry plate clutch that is hydraulically operated. The weight of this new Honda is 855kg for the SL model to 890kg for the EX version.
The Honda Accord design can be compared to the Scirocco or the Toyota Sprinter LB (Corolla). There styling at a glance is very similar between the three models.
Honda Prelude First Generation
by Randy » Aug 23rd, '10, 21:24
Performance and more stylsh than the Accord. It was released with an 1751cc EK1 motor pumping out 72hp compared to the 68hp of the standard Accord model. Whellbase 91.3, 2.4 inches less than the Accord, Prelude could compete at the quarter-mile in 18.8 seconds at 70 mph, however backseat space was at a minimum. The one feature that was a mainstay in this car was the power sun roof.
The Prelude's main power plant was a 1751cc version of the Accord's CVCC SOHC four producing 72 hp at 4,500 rpm and 94 pound-feet of torque at 3,000 rpm, backed by either the Hondamatic 2-speed automatic or a 5-speed manual transmission. Four wheel independent struts, brakes and floorpans were all borrowed from the second generation Civic design.
by Randy » Sep 24th, '08, 19:24
The N600 was produced in March 1967
It was a front-wheel drive two-door sedan with a 78.7-inch wheelbase and approximately 122inches long. It was technologically advanced for its time. It had a mere height of 52.2inches and a curb weight of 1213lbs powered by a type S2, SOHC, 599 cc (36.553 cu in) air cooled 2 cylinder engine able to reach a top speed of 81 mph. This little car was suspended on rear torsion bar and leaf springs.
It was the first front wheel drive 2 door sedan Honda imported into North America in March of 1970, It was first introduced in Hawaii in 1969. It was priced around $1,300.00us.
Honda 1300 Coupe
by Randy » Feb 5th, '10, 22:32
The 1300 is the the international car for every country
The 1300 Coupe was introduced in 1969 as one of Honda's' first full size car. Also considered as (Coupe 7 or Coupe 9) This unique car that has a top speed of 185 km/h (115 mph). This was achieved with a (SOHC) single overhead camshaft engine with 4 Keihin carburetors, it’s transverse four cylinder engine was air cooled and ran at 7200rpm to make 100hp from 1298cc’s of motor.
It has a 4-speed manual transmission with a silent chain driven all syncro gearbox. The front was held up by MacPherson struts, while the rear used a swing axle; a more modern style attached to leaf springs. The 1300 was replaced by the 1973 Honda 143 Coupe powered by a 1433cc engine, now water cooled and quickly outdone by the introduction of the Civic a year earlier (1972)