Honda integra 1991 carbureted engine zc crankshaft. About the Honda ZC engine and its differences from D-motors. Weaknesses D16, malfunctions and their causes

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At the beginning of the review of the Honda ZC series engines, it is worth noting that they should not be singled out as an independent series, since, in fact, they belong to the D-engine lineup. These aggregates have the maximum similarity in their design features... In the country of the manufacturer (in Japan), this type of engine received its own designation, despite the fact that in the rest of the world it remained the D-series, to the name of which a letter and a number were simply added.

According to experts, the ZC motors, like all D-units, have become one of the most reliable in the history of Honda. Below is a brief overview of their characteristics, applicability, features of operation and tuning possibilities.

Features of the two-carburetor version of the ZC motor

Unique development of Honda - four-cylinder Gas engine with a transverse installation option. The motor is equipped with 16 valves, has a timing belt drive. According to the number of camshafts, it can be either single-shaft (equipped with the VTEC system, in some configurations - VTEC-E), and two-shaft (VTEC is not provided). The direction of rotation is counterclockwise. There is no VCM cylinder deactivation system (to save fuel).

at 105/6300 hp / rpm, the torque is 138/4500 Nm / rpm (with two carburetors, for example, Integra DB6);
at a power of 120/6400 hp / rpm, the torque is 147/5000 Nm / rpm (with an injector, for example Integra DB6);
at a power of 130/6000 hp / rpm, the torque is 148/5200 Nm / rpm (with an injector, VTEC system, for example, Domani MA4);
at 130/6800 hp / rpm, the torque is 147/5700 Nm / rpm (with injector, two camshafts, without VTEC system, for example, CRX EF7).

ZC engines are applicable for Civic, Domani, Ingtegra, CRX and other car models.

general description

Unlike the traditional D-motor, which is only used in Japan, the ZC version can be twin-shaft. This is its main advantage in relation to the classic engine produced for internal Japanese market... In this case, before the ZC-engine, despite the "kinship", could be equipped with two camshafts but did not have the ability to install a VTEC system. This bonus was only available for single-shaft motors.

It is worth noting that outside Japan, ZC motors were not distributed, or rather, they were, but did not have the corresponding lettering. The D-series designation was used for both single shaft and dual shaft motors. For this reason, the units received unusual markings, for example, D16A1, D16A3, D16A8, D16A9, D16Z5. All of these engines were equipped with two shafts and belonged to the D-series, and in the domestic Japanese market they were called ZC-motors.

According to experts, both variants of the units have an almost perfect design. However, some differences in tuning between the D-series and ZC engines have little or no effect on their overall performance.

In general, the in-line four, which rotates counterclockwise, has a belt drive and is installed transversely in the engine compartment, experts call it simple and economical. The motor has good power and torque ratings, as can be seen in the above specifications. Engines of the ZC series were installed on many cars as a replacement for more expensive and powerful versions... For example, along with the B-series, such a unit could fit under the hood of the CRX - one of the brightest Honda models produced in the 1990s. This tendency was traced throughout the entire production period of Integra cars with DA-, DB-, DC1 bodies. The ZC version is in no way inferior to the D-series motors, sometimes allowing the car to accelerate better than similar engines other manufacturers, but always being "in the shadow" of eminent competitors.

Average fuel consumption figures of the ZC engines were the same as those of the D-series. Provided correct operation and maintenance, such a motor consumed about 8-10 liters in city mode, which depended on the mass of the car itself.

Reliability, maintainability and maintenance

The ZC motors inherited all the main technical features D-series. First of all, it is extremely reliable and durable. As practice has shown, ZC engines were able to survive operation even in the absence of oil and antifreeze, with gasoline of dubious quality and with candles, which were changed about 15 years ago in Japan itself. More reliable motors are hard to imagine.

The cost of spare parts for holding complete renovation The ZC, as with the D-series engines, rarely exceeded $ 200-250 (for the single-shaft version) and $ 300-350 (for the two-shaft version). Experts also noted the excellent maintainability of the motor, which, if desired, can be disassembled and assembled, even with minimal knowledge.

It should be added that the concept of "subtlety of service" is not applicable to ZC-engines. These motors are capable of running on almost any oil and gasoline. The units pleasantly surprise with their endurance. If at least minimal compression remains in the ZC engine, even with four different old spark plugs, the unit will start at temperatures down to -20 ° C. Such "unpretentiousness" commands respect.

Tuning opportunities

Thanks to the large margin of safety above the ZC motor, it is possible to experiment in terms of installing a turbine. According to experts, it is advisable to change the ZC to the B-series, which is more technologically advanced. The installation of the turbine itself is quite complicated: it is recommended to strengthen the structure, competent tuning is critical. At the same time, in the case of the installation of the B-series, the "stock" parameters are pleasantly surprised right at the beginning of work.

Some conclusions

The ZC, like the entire D series, was named by many experts as one of the best civilian engines ever produced by Honda. Repeating, note that special attention single-shaft engines were awarded. If we assume that the twin-shaft ZC motors were equipped with a VTEC system, then such units could well compete with the B-series.

Engine characteristics: D16, ZC

D16 engine series (1.6 l)

... Bore & Stroke: 75.0 x 90.0 mm (2.95 x 3.54 in)

... Refers to:

... 1997-1999 JDM Honda Domani (MB4)
- ... Bore and stroke: 77 × 90 cm D16 engine series
- ... Compression: 9.3: 1
- ... Power: 120 HP (88 kW; 118 PS) at 6,400 rpm
- ... Torque: 144 Nm
- ... Cutoff: 7000 rpm
- ... VTEC Engaged: 5500 rpm
- ... Block head Code: P08
- ... Engine control unit (ECU) Code: PBB-J61

... Refers to:

... 1986-89 Acura Integra (USA)
- ... Engine displacement: see D16 engine series
- ... Timing gear: DOHC with 16 valves (four valves per cylinder)
- ... Fuel supply system: PGMFI
- ... CG Gearbox - cable shift
- ... 1986-1987: USDM Browntop
  - ... Compression: 9.3: 1
  - ... Power: 113 hp (84 kW; 115 N / m) at 6250 rpm
  - ... Torque: 13.7 kg / m (134 N m; 99 lbf / ft3) at 5500 rpm
  - ... Piston code: PG6B
  - ... Engine Control Unit (ECU) Code: PG7, Vacuum Advance Distributor
- ... 1988-1989: USDM Blacktop
  - ... Compression: 9.5: 1
  - ... Power: 118 hp (88 kW; 120 N / m) at 6500 rpm
  - ... Torque: 14.2 kg / m (139 N / m; 103 lbf / ft 3) at 5500 rpm
  - ... Piston code: P29
  - ... Engine Control Unit (ECU) Code: PG7

... Refers to:

... 1986-89 Acura Integra (Australia)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.5: 1
- ... Power: 88 kW (120 Nm; 118 PS) at 5600 rpm
- ... Torque: 140 Nмm (14.3 kgm, 103 lbft) at 4800 rpm
- ... Timing gear: DOHC with 16 valves, four valves per cylinder

Also known as D16Z2.

... Refers to:

. 1988-1991 Honda civic Si, CRX Si, 90-91 Civic EX (4dr), Civic Wagon RT4WD (USDM)
... 1988-1995 Honda Civic Shuttle RT4WD (UK / Europe / Asia / AU / NZ)
... 1989-1996 Rover 216/416 GSi / Tourer (UK / Europe)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Compression: 9.1: 1
- ... Power: 108 hp (80.5 kW, 110 PS) at 5600 rpm
  - ... Note: 1988 engines were 105 hp. (78.3 kW; 107 hp)
- ... Torque: 100 lb / ft 3 (13.9 kg / m, 136 N m) at 4800 rpm
- ... Cutoff: 6500 rpm (US)
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Timing gear: 38 teeth
- ... Fuel supply system: OBD-0 MPFI
- ... Block head Code: PM3
- ... Engine Control Unit (ECU) Code: PM6

(Mostly D16A6, went without a catalyst)

... Refers to:

1988-1991 Civic 1.6i (GTi), New Zealand

... 1988-1989 Civic Models in Europe (ED4, ED7)
... 1995 Civic model, New Zealand (EG4)
... 1988-1995 Models in South Africa
... 1994 Civic GTi (New Zealand)
... Ballade SH4 and SR4 (D16A7 / EE4)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Compression: 9.6: 1
- ... Power: 117 hp (87 kW; 119 N / m) at 5900 rpm
- ... Torque: 13.9 kg / m (136 N m; 101 lbf / ft 3) at 4800 rpm
- ... Engine control unit (ECU): PM6 (OBD-0) / P27 (OBD-1)?
- ... Fuel supply system: OBD-0 Multi-point PGM-FI, OBD-1 (NZDM)

... Refers to:

... 1988-1995 Civic / CRX / Concerto (UK / Europe / Australia)
... 1992-1995 Rover 216/416 GTi (UK / Europe)
... 1993-1997 Rover 216 Sport Coupé (Europe)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.5: 1
- ... Power: 122 hp (90 kW; 120 PS) at 6,800 rpm
- ... Torque: 14.9 kg / m (146 N m; 108 lbf ft) at 5900 rpm
- ... Gas distribution mechanism: DOHC (4 valves per cylinder)
- ... Fuel supply system: OBD-0 and OBD-1 MPFI
- ... Engine Control Unit (ECU) Code: PP5 (OBD-0), P29 (OBD-1)
- ... Block head Code: PM7
- ... Gearbox: L3

(Same, D16A8, but without catalyst)

... Refers to:

... 1988-1991 Concert (UK / Europe)
... 1988-1991 CRX 1.6i-16 (UK / Europe / South Africa)
... 1990-1992 Ballade 160i-DOHC (South Africa)
... 1988-1991 Civic 1.6i-16 (UK / Europe)
... 1992-1993 Civic GTi (New Zealand)
... 1989-1992 Rover 216/416 GTi (UK / Europe)
... 1992-1995 Civic Si (Japanese, European and Peruvian version)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.5: 1
- ... Power: 125-129 HP (91.9-94.8 kW, 126-130 hp) at 6800 rpm
- ... Torque: 105 lbft (14.5 kg / m, 143 Nm) @ 5700 rpm
- ... Gas distribution mechanism: 16 valves (4 valves per cylinder)
- ... Rev limit: 7800 rpm (PM7)
- ... Fuel supply system: 88-91 OBD-0 MPFI (92-95 OBD-1)
- ... Engine Control Unit (ECU) Code: (P29 OBD1)
- ... Gearbox: non-LSD (1988-1991): L3, LSD (1992-1995): S20

... Refers to:

... 1998-2001 Honda Civic Aerodeck MC1 1.6i LS / ES / SR
... 1997-2000 Rover 416si Automatic
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 116 hp (85 kW)
- ... Torque:? lb / ft3 (? kg / m, 143 Nm) in ??? rpm
- ... Gas distribution mechanism: SOHC 16 valves
- ... VTEC Switching: Non-VTEC
- ... Fuel supply system: OBD2
- ... Engine Control Unit (ECU) Code :?

(Much identical to D16Y5. The main differences are pistons, rods, camshaft, head gasket, intake manifold and exhaust manifolds which are PDN and not P2m)

... Refers to:

... 1998-2000 Honda Civic GX
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Compression: 12.5: 1
- ... Combustion chamber Volume: 32.8 cc per cylinder
- ... Power:
- ... Torque:
- ... Gas distribution mechanism: SOHC VTEC-E
- ... Switching VTEC:
- ... Engine Control Unit (ECU) Code: PDN-A02

Differences on D16B7 (also in conventions) unknown

... Refers to:

... 1999 Honda Accord (CG7 / CH5, Europe)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 116 hp (85 kW) at 6400 rpm
- ... Torque: 140 N / m (14 kg / m) at 5100 rpm
- ... Gas distribution mechanism: SOHC, four valves per cylinder
- ... Fuel control: PGM-FI
- ... Engine Control Unit (ECU) Code: ??

... VTEC-E (SOHC VTEC)
... Refers to:

... 1999-2005 Honda Civic (European EM / EP2 / EU8) [12]
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.4: 1
- ... Power: 110 hp (81 kW) at 5600 rpm
- ... Torque: 152 Nm (112 lbf / ft3) at 4300 rpm
- ... Cutoff: 6250 rpm
- ... Rev limit: 6500 rpm
- ... Gas distribution mechanism: SOHC, 4 valves per cylinder
- ... Fuel Control: Multiport Fuel Injection, PGM-FI
- ... Ignition timing: 8 ± 2 ° to TDC at 700 ± 50 rpm
- ... The order of work of cells: 1 - 3 - 4 - 2
- ... Engine Control Unit (ECU) Code: PMH

... non-VTEC
... Refers to:

... 1999-2006 Honda HRV
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 105 HP (77 kW) at 6200 rpm
- ... Torque: 135 Nm (100 lbf ft 3) at 3400 rpm
- ... Gas distribution mechanism: SOHC, four valves per cylinder
- ... Fuel control: PGM-FI
- ... Engine Control Unit (ECU) Code: PEL

... non-VTEC
... Refers to:

... 1998-2001 Honda Civic Aerodeck MC1 1.6i LS / SR
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 116 hp (85 kW)
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)

... VTEC
... Refers to:

... 1998-2001 Honda Civic Aerodeck MC1 1.6i VTEC / ES
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 126 hp (93 kW)
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)

... VTEC-E
... Refers to:

... 2000-2006 Honda HRV
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 122 hp (91 kW)
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Fuel supply system: OBD-2

... VTEC-E
... Refers to:

... 2005-2007 Honda Civic VTI-L / Vti (Asia)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 10.9: 1
- ... Power: 115 hp (85.8 kW, 117 PS) at 5600 rpm
- ... Torque: 112 lbft (15.5 kg / m, 152 Nm) @ 4300 rpm
- ... Gas distribution mechanism: SOHC, four valves per cylinder
- ... Rev limit: 6200 rpm
- ... Engine Control Unit (ECU) Code: PM12
... Also found in 2001-2005 Honda Civic ES (Europe, Turkey, Singapore)
. Same as above except:
... Power: 110 hp (82.0 kW, 81 kW) at 5600 rpm
... Torque: 112 lb / ft 3 (15.5 kg / m, 152 Nm) at 4300 rpm
... Cutoff: 6100 rpm
... Fuel cutoff: 6200 rpm

... Refers to:
... 2001-2005 Honda Civic VTi (Philippines, Pakistan)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 130 HP (96.2 kW, 131 PS) at 6600 rpm
- ... Cutoff: 7200 rpm
- ... Gas distribution mechanism: SOHC VTEC3 (4 valves per cylinder)
- ... Switching 1st VTEC: 2500 rpm
- ... Switching 2nd VTEC: 5500 rpm
- ... Fuel supply system: OBD2

... Refers to:

... 1992-1995 Honda Civic VTi (AUS)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.3: 1
- ... Power: 129 hp (96 kW; 131 N / m) at 6600 rpm
- ... Torque: 107 lb / ft 3 (14.8 kg / m, 145 Nm) at 5200 rpm
- ... Cutoff: 7200 rpm
- ... Switching VTEC: 5000 rpm
- ... Fuel supply system: OBD-1 MPFI
- ... Block head Code: P08

... Refers to:

... 1995-1997 Honda Civic MB1 LS (UK / Europe)
... 1996-1997 Rover 416 SLI Auto (UK / Europe)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.4: 1
- ... Power: 113 hp (83 kW) at 5600 rpm
- ... Torque: 140 Nm at 5100 rpm
- ... Cutoff: 7200 rpm
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Fuel supply system: OBD-1 MPFI

The camshaft is the same as D16A6

... Refers to:

... 1998-2000 Civic 1.6 x IEC (Turkey)
... 1996-2000 Civic CXi, GL, GLi (New Zealand, Australia)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.4: 1
- ... Power: 120 HP (88.0 kW) at 6400 rpm
- ... Torque: 144 Nm at 5000 rpm
- ... Rev limit: 7200 rpm
- ... Fuel supply system: OBD-2 MPFI
- ... P2A-2: Block head Code
- ... Engine Control Unit (ECU) Code: P2K
- ... Piston Stroke / Rod: 1.52
- ... Connecting rod length: 152mm
- ... Deck Height: 212

... VTEC-E
... Refers to:

... 1996-2000 Honda Civic HX
... 1996 Honda Civic EX (sedan Peruvian variant)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Piston Stroke / Rod: 1.52
- ... Compression: 9.4: 1
- ... Power: 115 hp (86 kW; 117 PS) at 5600 rpm
- ... Torque: 104 lb / ft 3 (14.4 kg / m, 141 N m) at 4500 rpm
- ... Fuel supply system: OBD-2 MPFI
- ... Block head Code: P2J
... 1996-2000 Honda Civic VTI
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression:?:?
- ... Power: 127 hp (94.7 kW; 129 PS) at 5800 rpm
- ... Torque: (? Kg / m, Nm) 111 lb / ft 3 in ??? rpm
- ... Gas distribution mechanism: SOHC VTEC-E (4 valves per cylinder)
- ... Fuel supply system: OBD-2 MPFI
- ... Block head Code: P2J
- ... Engine Control Unit (ECU) Code: p2n
- ... Piston code: P2MY

... Refers to:

... 1996-2000 Honda Civic DX / VP / LX / CX
... 1998-2000 Honda Civic Special Edition - SE / EX (Canada)
... 1996-1997 Honda Del Sol S
... 1996-1997 Honda Civic Coupe LSI
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.4: 1
- ... Power: 106 HP (79.0 kW, 107 PS) at 6200 rpm
- ... Torque: 103 lbft (140 Nm) at 4600 rpm
- ... Cutoff: 6800 rpm
- ... Fuel cutoff: 7200 rpm
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Fuel supply system: OBD2-MPFI
- ... Block head Code: P2A-2
- ... Piston code: P2E
- ... Engine Control Unit (ECU) Code: P2E

1.6-liter 16-valve, SOHC VTEC Also available in New Zealand under the codename D16Y6

... Refers to:

... 1996-1997 Honda Del Sol Si (USA)
... 1996-2000 Honda Civic EX (US, UK)
... 1996-1998 Honda Civic Coupe (UK)
... 1996-2000 Honda Civic Si (Canada)
... 1997-2000 Acura 1.6 EL (Canada)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Cutoff: 6800 rpm
- ... Rev limit: 7200 rpm
- ... Engine Control Unit (ECU) Code: P2P
- ... Piston code: P2P
- ... Fuel supply system: OBD2-b
- ... VTEC switchover: 5600 rpm
- ... Power: 127 hp (95 kW) at 6600 rpm
- ... Torque: 107 lbft (145 Nm) at 5500 rpm
- ... Compression: 9.6: 1
- ... Deck Height: 212mm
- ... Crank length: 5.394 inches
- ... Curb weight:
  - ... 96-98 Coupe (MT / AT): 1116 or 1132 kg (2460 or 2496 lb)
  - ... 99-00 Coupe (MT / AT): 1140 or 1161 kg (2513 or 2560 lb)
  - ... 96-98 Saloon (MT / AT): 1142 or 1165 kg (2518 or 2568 lb)
  - ... 99-00 Saloon (MT / AT): 1140 or 1162 kg (2513 or 2562 lb)

equal to D16Y4 without VTEC

... Refers to:

... 1996-2000 Honda Ballade / Civic in South Africa and Venezuela
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Power: 79 kW (107.4 Nm; 105.9 PS) at 5900 rpm (AT: 110 PS (82.0 kW; 111.5 PS) at 5500 rpm in a minute)
- ... Torque: 108 lbf3 (14.9 kg / m, 146 Nm) at 4000 rpm
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Fuel supply system: OBD2A MPFI
- ... Cutoff: 7200 rpm
- ... Gas distribution mechanism: SOHC (4 valves per cylinder)
- ... Block head Code: P2A-9
- ... Piston code: P2K
- ... Engine control unit (ECU) Code: P2K 2 connectors
... D16Y9 in South Africa has different power numbers:
- ... Power: 89 kW (119 PS) at 6400 rpm
- ... Torque: 146 Nm (108 lb / ft 3) at 5500 rpm
  - ... Info found in April 1998 CAR Magazine (SA)

(Basically the same engine as the D16A9, but now with a catalytic converter and lambda probe)

... Refers to:

... September 1989 - 1992 Honda CRX (European market)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.5: 1
- ... Power: 124 hp (91 kW; 122 PS) at 6,800 rpm
- ... Torque: 14.3 kg / m (140 N / m; 103 lbf / ft 3) at 5700 rpm
- ... Timing gear: DOHC, four valves per cylinder
- ... Timing gear: 34 teeth
- ... Fuel supply system: OBD-0 PGM-FI
- ... Block head Code: P7
- ... Piston code: PM7
- ... Engine Control Unit (ECU) Code: PM7
- ... Clutch kit: 210mm disc

... Refers to

... 1992-1995 Honda Civic Si
... 1992-1995 Honda Civic EX, EX-V
... 1992-1995 Honda Civic ESi (European Market)
... 1993-1995 Honda Del Sol Si (USA)
... 1993-1996 Honda Del Sol ESi (European)
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Compression: 9.2: 1
- ... Power: 125 hp (92 kW; 125 PS) at 6600 rpm
- ... Torque: 106 lb / ft 3 (14.7 kg / m, 144 N / m) at 5200 rpm
- ... Volume efficiency: 87.68%
- ... Cutoff: 7200 rpm
- ... Fuel cutoff: 7411 rpm
- ... Fuel Control: OBD-1 PGM-FI
- ... Head block code: P08
- ... Engine control unit (ECU) code: P28

... Refers to

... 1996-2000 Honda Civic EX Coupe
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Crank length: 137mm
- ... Compression: 9.6: 1
- ... Power: 127 hp at 6600 rpm
- ... Torque: 107 lb / ft 3 at 5500 rpm
- ... Cutoff: 7200 rpm

... Refers to:

... 1994-1995 Civic Coupe (EJ1) 1.6i ESI European
... 1994-1995 Civic Sedan (EH5) 1.6i EX USA
- ... Bore and stroke: see D16 engine series
- ... Engine displacement: see D16 engine series
- ... Compression: 9.3: 1
- ... Power: 130 HP (95.6 kW; 129.2 PS) at 6600 rpm
- ... Torque: 106 lbf (144 Nm) at 5200 rpm
- ... VTEC switchover: 4800 rpm
- ... Cutoff: 7200 rpm
- ... Fuel cutoff: 7500 rpm
- ... Gas distribution mechanism: SOHC VTEC (4 valves per cylinder)
- ... Fuel control: OBD-1 MPFI
- ... Engine control unit (ECU) code: P28

Several D-series variants are labeled (japaneseHonda: ZC engine) (usually JDM), but they are no different from the D series. They are similar to the D16Y4, D16A8, D16Z6, D16A1, D16A3, D16A6, D16A9 and D16Z5 engines.

There are SOHC and DOHC ZC engines. The non-VTEC SOHC ZC is similar to the D16A6 ('91 -'96) and D16Y4 ('96-2000) engines, but with more aggressive camshaft cams. SOHC VTEC ZC is similar to D16Z6 ('91 -'96). DOHC ZC is similar to D16A1, D16A3, D16A8, D16A9 and D16Z5 engines.

SOHC ZC VTEC[

... Refers to

... 1991-1993 Honda Civic ferio EJ3 (JDM)
... 1992-1995 Honda Civic EJ1 (JDM)
... 1992-1995 Honda Domani MA4 (JDM)
- ... Engine displacement: 1590 cc (97 cubic inches)
- ... Bore & Stroke: 75mm × 90mm (3.0 in × 3.5 in)
- ... Crank length: 137mm
- ... Piston Stroke / Rod: 1.52
- ... Compression: 9.2: 1
- ... Power: 128 hp (95.6 kW; 130 PS) at 6600 rpm
- ... Torque: 107 lb / ft 3 (14.8 kg / m, 145 N m) at 5200 rpm
- ... Cutoff: 7200 rpm
- ... Fuel cutoff: 7300 rpm
- ... VTEC switchover: 5500 rpm
- ... Fuel supply system: OBD-1 MPFI
- ... Engine control unit (ECU) Code: P70 (Domani), P91 (Civic coupe), P29

Non-VTEC

... Applies to (JDM)

... 1984-1987 Honda Ballade CRX AS
... 1984-1987 Honda Civic AT
... 1985-1987 Honda Integra AV / DA1 (Most cheap trims are equipped with a single carburetor)
... 1986-1991 Honda CRX EF7
... 1992-1995 Honda Civic EH1
- ... Engine displacement: 1590 cc
- ... Bore & Stroke: 75mm x 90mm
- ... 1984-1987 compression: 9.3: 1 1988-1989 compression: 9.5: 1
- ... Single Carburetor: 100 Nm (73.5 kW) at 6800 rpm; Torque: 92 lb / ft 3 (12.8 kg / m, 126 Nm) at 5500 rpm
- ... 1984-1987 Power: 115 Nm (85 kW) at 6250 rpm; Torque: 99 lbft 3 (13.7 kg / m, 134 Nm) at 5500 rpm
- ... 1988-1989 Power: 120 N / m (88 kW) at 6500 rpm; Torque: 103 lbft 3 (14.0 kg / m, 137 Nm) at 5500 rpm
- ... 1988-1991 Power: 130 N / m (96 kW) at 6800 rpm; Torque: 106 lbf3 (14.7 kg / m, 144 Nm) @ 5700 rpm
- ... Gas distribution mechanism: DOHC
- ... Piston code 1986-'87: PG6
- ... Piston code 1988-'89: PM7
- ... Fuel supply system: OBD-0 MPFI

This article will separately consider and evaluate the capabilities of the now almost extinct branch of ZC engines from Honda. It should be noted right away that the difference between this type and the generation of D-engines is minimal, since their internal organization almost mirrored each other. However, they were divided by the company into two separate categories, and the reasons for this decision are still unknown.

In fact, it turned out that the official serial branching was observed only within Japan. For all other countries, ZC engines did not seem to exist in a separate form, but were marked as representatives lineup D-series (which they, in fact, were). It is not surprising that this often confused the uninitiated into such subtleties of clients.

Common features

The similarities are similar, but on the other hand, the differences between the two categories, although they were not numerous, still took place. They were quite enough to carry out the analysis of the ZC branch separately from its parent series.

Let's start with their common features, taking as a basis for comparison a two-carburetor variation of the ZC-engine and its D-counterpart. The motors of both brands operated on four-row cylinders. They "ate" gasoline and preferred two varieties of it: Regular and Premium, registered under the labels A-92 and A-95, respectively.

Both D and ZC motors are installed laterally in the car body, directly under the hood. In models of both categories, the number of valves is 16, the role of the timing drive is performed by a belt drive, and the rotation axis is directed in the direction opposite to the clockwise movement.

Differences

But then some discrepancy in their layout begins. It is considered the most important and defining difference between the twin series, and lies in the number of camshafts. This means that if almost all D-engines are capable of working with only one shaft, then a number of ZC models, with all other characteristics being equal to them, in addition, combine two camshafts at once. A significant sacrifice in achieving such a layout was the impossibility of using a proprietary Honda chip in the two-shaft layout - the VTEC system.

Less important are the minor elements of the difference between the ZC brand and the D series motors and are hidden in the technical settings. They are secondary, because they hardly had any effect on the parameters of the engines in general. As mentioned earlier, the ZC and D motors remained flawless and indistinguishable from each other in their basic design.

ZC motors have become an integral part of many Honda cars in particular the Ingtegra, Civic, CRX and Domani models. Being a powerful and at the same time low-voracious engine, the ZC allowed to develop speeds almost equivalent to those demonstrated by expensive engines, with much lower fuel costs. For example, the average specimen consumed 8 to 10 liters of gasoline per hour when driving in urban conditions. It was this fact that made the ZC engine branch a good alternative to many of its illustrious competitors. However, it was not enough for the ZC brand to become widely known.

A few numbers to compare the characteristics of the ZC of the most used models

Two-carburetor ZC with 16 valves - power 105/6300 hp / rpm, with a torque of 138/4500 Nm / rpm.
Injection ZC with 16 valves - power 120/6400 hp / rpm, with a torque of 147/5000 Nm / rpm.
Injection ZC with 16 valves and VTEC - power 130/6000 hp / rpm, with a torque of 148/5200 Nm / rpm.
Injection ZC with 16 valves and two camshafts - power 130/6800 hp / rpm, with a torque of 147/5700 Nm / rpm.

Reliability issue

A separate and especially reverent topic in the discussion of ZC motors is their vitality, which they owe to the technological solutions that are classic for the D-series. It has been tested more than once in practice. experienced drivers, and turned out to be so high that it ensured the survival of the engines in a state when their spark plugs had outlived their life for many years, oil and antifreeze were completely absent, and the quality of the gasoline used, to put it mildly, left much to be desired.

At the same time, the price of overhaul of a failed engine of the ZC branch, taking into account all the necessary spare parts, was knocked out far beyond 200 (in models with one shaft) and 300 (in models with two shafts) dollars, except in special cases. The relative simplicity of the ZC brand has reduced the complexity of full engine repairs to the point where they can be done manually inside a conventional garage.

ZC engines are so unpretentious that they do not have any specific requirements for their maintenance. The types of oil and gasoline used, a very high or low temperature environment - the engine will start in any case, even if it is -20C outside, and those responsible for lighting the candles are obscenely old.

In terms of engine upgrade options, the ZC's design offers ample room to maneuver, but is inferior to the B-series engines, which are far more promising and technologically advanced. If the owner of the ZC engine is haunted by the idea of installing a turbine on it, he should keep in mind that the implementation of this idea requires time-consuming installation work and the ability to understand engine settings.

Summing up

Continuing the D series, the ZC deserves to be ranked among the most outstanding, safest and most reliable engine category for conventional civil vehicles that only Honda has ever produced in its automotive history. There is very little to pleasant impressions from the characteristics of the engine, but the fact that there is no VTEC system on the twin-shaft ZC models gives bitterness. If the developers succeeded in this, perhaps the ZC could enter the same competitive line with the engines of the Honda B series.

The list of advantages of the ZC series is amazing. From their realization, it becomes doubly sorry that these engines are no longer produced today, and they can only be found in a few happy owners.

We conclude our review of Honda engines with the ZC series. Actually, you can't call the ZC an independent series - these are the closest relatives of D-motors, structurally as similar as possible. For some reason, within Japan, this type of engine received its own designation, although for the rest of the world it remained the D-series, to which an extra letter and number were added.

Like the entire D-series, the ZC turned out to be one of the most reliable engines in the company's history, so in this brief review we will once again repeat what we started with - what wonderful engines Honda had, and how great it was to ride and maintain them. their.

Honda's unique development is a two-carburetor version of the ZC engine.

A type- four-cylinder, gasoline, transverse installation.

Single-shaft motor - can have VTEC, or VTEC-E in some trim levels.

Twin-shaft - no.

The presence of a system of shutdown of cylinders for fuel economy (VCM): no.

Specifications(data from the most common cars are used):

ZC - power 105/6300 hp / rpm, torque - 138/4500 Nm / rpm (16 valves, two carburetors, for example Integra DB6).

ZC - power 120/6400 hp / rpm, torque - 147/5000 Nm / rpm (16 valves, injector, for example Integra DB6)

ZC - power 130/6000 hp / rpm, torque - 148/5200 Nm / rpm (16 valves, injector, VTEC for example Domani MA4)

ZC - power 130/6800 hp / rpm, torque - 147/5700 Nm / rpm (16 valves, injector, two camshafts, without VTEC system for example CRX EF7)

Applicability: Civic, Domani, Ingtegra, CRX and others.

Description.

It would probably be wrong to write separately about the ZC engines, since this is actually a simple offshoot of the D-series, which received its own marking on the domestic Japanese market and began to live on its own. Nevertheless, it is worth telling, at least out of respect for Integra, and for the general series as a whole.

The main difference between the ZC and the traditional internal Japanese D-motor is the ability to be twin-shaft. That is, if we take the classic D-motor for the Japanese market as an absolute, it could only be single-shaft, and this was its strength and weakness. The ZC, being a relative of the same series, in some cases had a second camshaft, but for all its remarkableness, it did not receive the VTEC system for it. Only single-shaft motors could be "wedge-shaped".

By the way, outside of Japan there were no ZC engines at all. More precisely, they were, but the ZC marking itself was not. Both single-shaft and twin-shaft motors were labeled as Series D. Hence the "fun" engine markings such as D16A1, D16A3, D16A8, D16A9, and D16Z5. All of them had two shafts, while they were called the D-series, and inside Japan, the same motors were called ZC.

Other differences from the D-series were slightly different motor settings, but general characteristics it had almost no effect. The ZC engine, like the entire D-series, is a near-perfect design.

Transversely installed in the engine compartment in-line four, rotating according to "Honda laws", counterclockwise with a belt drive. Simple, economical, with good performance in terms of power and torque, the ZC-series (if it can be called that at all), took its place under the hoods of many cars as "substitutes" for more expensive and powerful motors... For example, the ZC could be found under the hood of the CRX, which could also be "on the B-series". The same situation was observed throughout the entire production period of the Integra in the DA-DB- and DC1 bodies. Like the D-series, the ZC did an excellent job, allowing the car to accelerate better than similar motors of Honda's competitors, but it was always "in the shadow" of more famous motors.

Fuel consumption was the same as that of the rest of the D-series. On average, a well-maintained ZC engine consumed about 8-10 liters of fuel in city mode, depending on the weight of the car.

One of the brightest and most charming Honda models of the 90s, the CRX is still the object of desire of the brand's fans.

Reliability of construction.

As an offshoot of the D-series, the ZC inherits all the technical features of the D-motors, such as their extreme reliability and durability. ZC-engines survived in driving conditions without oil, without antifreeze, with plugs, which were last changed 15 years ago in Japan, on gasoline of disgusting quality. More reliable motors simply cannot be imagined.

As in the case of D-motors, the cost of spare parts for a complete repair of the ZC engine rarely went beyond $ 200-250 for a single-shaft motor, and $ 300-350 for a two-shaft one. It's also great in terms of maintainability, and can be disassembled and reassembled in a simple garage if needed.

Subtleties in service.

For ZC motors, there is no concept of "subtlety of service". It is a pity that there are few of them left, because these motors surprise with their endurance to this day. They are capable of running on any oil, on any gasoline. The ZC engine, in which there is at least some compression left, will start up to -20 degrees, even with four old different plugs. The unpretentiousness of the ZC (as well as the entire D-series) amazes and commands respect.

Tuning ability.

The safety margin of the ZC motor allows experimenting in the direction of installing the turbine, but it is more expedient to put the B-series instead of the ZC - it is more interesting and technologically advanced.
In addition, the turbine requires a rather complex installation, preferably with structural reinforcement and competent tuning. In the case of the B-series installation, the "stock" parameters are able to surprise from the very beginning.

Summary.

The ZC belongs to the D series, which we have already called "the best civilian engine that Honda has ever produced." In this case, we have to reiterate that the ZC, like all D-motors, is the best thing that could happen to single-shaft motors. It's a pity the two-shaft ZC never got VTEC. It would be very interesting to see how such a car would go. Most likely, it would be a good competitor to the B-series.

Honda vodam.ru

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In the reviews, you can find that the ZC engines on Hondas are not killable and you can treat them anyhow, that is:

the oil can be changed when it completely becomes black-black, dirty-dirty;
do not change antifreeze or antifreeze.

There is another very important plus for some who often ask, will the valves bend when the timing belt breaks? So, if the timing belt breaks, the valve will not bend on ZC engines.

What cars are ZC on

From the factory, such models of Honda cars were equipped with ZC motors:

Factory regulations Honda ZC 1.6 with a capacity of 105-130 hp.

The manufacturer has created standards for what and when to change:

Types of malfunction and repair

Although Honda's ZC engines are reliable with a high resource, they sometimes have to be repaired or swapped. The following problems arise:

Video

In this video, the Honda Integra has driven over 400,000 km without repair.

How to adjust the valves on a Honda.

Honda Engines different models and rulers.