Long time ago I bougth a crank and connecting rods of a EN1 to adapt them to my EB3, but I am not sure if the parts are really from a EN1. The connecting rods came with pistons with a form of dome reason why now I am sure that they are of a EB3, could somebody give me some basic measures of the connecting rods of the EN1 of end to end to make the change of these partes(is there any series number engraved in the rods).
Any idea as how to check the crank?
Also I am looking for an alternative with carburetors of other Japanese companies (like a carburetor from a Nissan Z24), since the webber, dellortós are almost impossible to find in Honduras.
Have somebody else try this idea?
Thnax.

By Don (63.135.201.98) on Wednesday, March 16, 2005 - 06:23 am:

Why not just buy an Intake? Eurocarb still has a few castings of the dual dell manifold for the EB left they are in the UK

By Colza (Colza) (219.88.32.17) on Wednesday, March 16, 2005 - 03:08 am:

Having just made a custom intake manifold i think im getting the hang of it. I might have a go at a dual side draft manifold if i can pick up some carbs from somewhere sounds like an awesome back yard project!

The only thing is, do i want to hack apart my nice EN to do it? Or should i find yet another block and do it to that...

By John S. (66.143.44.119) on Wednesday, March 16, 2005 - 01:43 am:

Hey Colza, With a mild boost in cam grind I'd expect around 85-90HP, at the flywheel. I'd be suprized if it were much more than that. With dual Dellortos, now that is a different subject.

By John S. (66.143.44.119) on Wednesday, March 16, 2005 - 01:43 am:

Hey Colza, With a mild boost in cam grind I'd expect around 85-90HP, at the flywheel. I'd be suprized if it were much more than that. With dual Dellortos, now that is a different subject.

By Colza (Colza) (210.54.66.19) on Saturday, March 12, 2005 - 12:51 pm:

Yeah, i thought that adapter looked pretty average. No rules for me =D so i can carve the manifold up as i see fit!

Any ideas on an approximate hp figure? Say running the Weber 32/36 carb with some RS extractors and a 2" exhaust...

By Don (63.135.203.184) on Saturday, March 12, 2005 - 08:06 am:

The standard adapter plate SUCKS! You need to make your own... thicker so the air fuel can slowly compress into the civics manifold (or hog it out if you dont have rules to deal with or maybe both). The adapter I was using was roughed out CNC then hand blended it worked very well while staying within the rules at the time.

By Colza (Colza) (219.88.32.247) on Saturday, March 12, 2005 - 12:03 am:

From the pic of the adapter on www.piercemanifolds.com it consists of an ally plate with 8 holes and about 5 minutes of die-grinding...

By John S. (66.136.149.96) on Friday, March 11, 2005 - 10:35 pm:

Colza, How about this...drop in the EN1 just to get the car moving, in the mean time do some portwork on the EB2 head and whatever fabbing you will have to do to get the Weber on there...I'd be suprized if you will be lucky enough to find an adapter still available, and then throw the EB2 head on at a later date. Oh and I would also shave the flywheel some too since it is going racing. Going this route might also give you time to run down an RS manifold as well.

By Colza (Colza) (219.88.31.159) on Friday, March 11, 2005 - 10:27 pm:

Oh, and my daily driver takes 98 as it is so the gas wont be any more expensive. Unless i have to put octane booster in it in which case i probably wont go ahead with the hybrid.

EB2 head has been found =) waiting on a price...

By Colza (Colza) (219.88.31.159) on Friday, March 11, 2005 - 10:10 pm:

Hmmm, but thats no fun is it =P

I should have said, this isnt a daily driver. Its a project race car that will eventually have a much more exciting engine in it. But in the mean time i need to get it moving so i can get the bodywork done and whatever else i find along the way. Currently it doesnt move and that is REALLY annoying me.

Admittedly it would be easy just to plonk the EN in there (it blows no smoke and runs like a dream...) but, ive never played around with a carbed engine before and i like the idea of building something a little different and seeing how well it runs.

If i hang on to the EN head then i should be able to have my nicely running EN back if i need it (assuming i dont throw a rod or melt a piston =P)

AND I have just found a reconditioned 32/36 DGAV webber which is going cheap.

I wonder if its possible to get RS headers in New Zealand? I have never seen any, but then again i have never looked...

By John S. (66.136.149.96) on Friday, March 11, 2005 - 09:56 pm:

Man, this sounds like a no brainer to me...you've got an EN1 w/95000KM..what's that around 70,000mi? And it runs great...I'd just put a new timing belt in it and if it doesn't have one already an electronic dizzie, and forget about it. A 5-sp with a good ratio set in it and you'll be fine...If you aren't too hard on it it could last you several more years.
If the motor is puffing a little smoke on startup, but not actually burning any, a set of valve guide seals would probably solve any problems in that area as well.
Honestly I don't believe you will gain that much useable power going the high C:R route without a cam, larger carb and at least an RS exhaust header, that and the combined hassles of critical timing issues, need for high octane and thus more expensive fuel etc. The small amount of gain will not be worth the longevity and tuneability issues, at least not in my book anyway.

By Colza (Colza) (219.88.31.95) on Friday, March 11, 2005 - 06:32 pm:

Ok having spent even more time searching i have found sort of what iw as looking for.

Shnitzel:
did that swap in the past. figured it was 11-1 compression with the domed pistons. ran 94 octane gas with 107 boost additive to get it to run... and boy it it go! had a lumpy cam and a weber on it too.

without all that octane it pinged. and ignition timing is CRUCIAL!

Adrian(evocivic):
The big difference is the smaller ports and valves (also less shrouded) which will give better bottom end and the big jump in compression which is good but will require correct ignition tuning and better fuel.
When I eventually get around to putting a decent engine together this is probably the combo I'll use and try to get the compression up to around 11.5:1 or maybe 12:1 (it'll be a race only motor).

Personally for street use I'd just stick with the complete EN1 (maybe with some cleaning up of the ports) as it's easy and will work well

Given that info i am planning on going with the 11:1 EN1 + EB2 and i can take all the ignition parts from my EN and covert to electronic ignition while im at it. Also wont need to modify engine mounts and i will be able to get it past a warrant of fitness without any trouble.

New questios are:
Will my 98 octane pump gas be ok on an 11:1 compression engine if i get the timing perfect?

What sort of hp do you think i am looking at with standard cam and carb but possibly a 1 3/4" or 2" exhaust?

Can i use the EN1 intake manifold and carb with the EB2 head? What about EN1 cam if it is any different from the EB?

By Colza (Colza) (219.88.31.95) on Friday, March 11, 2005 - 05:47 pm:

Also if the high compression EN1 + EB2 does work out, what would be an appropriate carb i should keep an eye out for? The same as the ones you guys use as upgrades on worked EB motors?

By Colza (Colza) (219.88.29.57) on Friday, March 11, 2005 - 04:58 pm:

Well ive spent all morning going through all the posts i could find, and i still havent found what i wam looking for =/

I am having a big tidy up and am throwing out most of my junk. I want to put an engine together out of what i have here, no machining.

This is going into an EB3. Parts i have to play with are:
complete EB3 motor unknown condtion
complete EN1 motor 95000 kms on the clock runs beautifully
EL 1600 motor unknown condition
EB2 head can possibly be sourced from a mate

Just looking to have an engine to go into my EB3 that can go up hills =P reliability is not a major, it only has to last a year or so before it all comes out again. I will go for a straight EN1 swap if the other options arent worth the added effort, but i like the sound of a a high CR EN1+EB2, i have 98 octane gas readily available.