famou55TAR

Great write up. i was debating if i should stick with my sohc or upgrade to a b series. awsome.

23LX23

great read... but for a noob like me, its still kind of hard to understand lol... any other easy bolt ons to increase power that wont require other side **** to go along with it?

e1ght4vii

Engine: Well, where the hell do we start? The motor mounts all have gaps in them. jimfab.com has inexpensive polyurethane mounts. And the mounts that they don’t make you can go to hasport.com and get the rest. Okay, now that you got that sucker still, lets increase some power. On a naturally aspirated engine there are # things you can do.
1. Increase the compression
2. Increase the displacement by bore (size of pistons) or stroke (crank)
3. Add more aggressive cams or cam for the SOHC.
One way to up the compression is to mill the head. It is very important for you to not remove more than .03. If you do, you risk timing issues because the timing belt is going to have slack and you will risk jumping teeth on either the cam gear or the crank and your timing will get screwed up. You can also get thinner head gaskets, the Y8 is cheap and is the thinnest metal OEM head gasket that you can get. Now that we have covered some inexpensive increases, let us move on to pistons. The 1988-1989 D16A1 Engine came with some really high dome pistons, they will increase your compression ratio as follows:
d16a1 pistons (stock bore) in the following with a y8/z6 metal head gasket (no mill):
d16a6= 11.0: 1 compression
d16z6= 12.0: 1 compression
d16y8= 12.6: 1 compression


installed the d16a1 pistons in2 my crx si block for the mini me set up and wen i set the d16z6 head down on it without head bolts and turn the pistons they hit the valves do i need to get the pistons machined so the valves dont hit or wen put the head bolts in and timing belt on and have them both on TDC will they not hit? just being procautious b4 i get my engine 2gether try 2 start it and bend some valves

kallar68

great post; good read

shyguy4no1

sadly CARB says no. It is illegal for an intake from one year/ engine type to be put on another year/ engine type. (sucks I know.)

shyguy4no1

I got a question... will the edelbrock performer x intake manifold fit onto a d16a6? and will it pass CARB for a d16a6?

UCNTCME

can i bring this back? ive been reading every page for that past couple days everytime i get a chance!

i want to put a mini me together. ill check this dAily to see if i get spade or any of those other gurus on to help me out! D-series cus I can!

Azintel1

Thanks for all the info I am just getting into Hondas and it was super helpful to read all this information.

JLoCiv19

Thanks man, this gave me some nice ideas for my D-series build.

Mattbrain

This is an awesome post. Been trying to find something like this for a hot minute

CdLem1

brilliant post its very detailed and gives me more ideas on how to upgrade

evo8man

Nice write up.

dseriessquad

im new to hondas. just bought a 2000 ex with skunk2 lowering springs, yonaka catback, high flow cat, short ram, 255 walbro fuel pump, short shifter and energy shift bushings. i want to keep good gas mileage but more power wouldnt hurt. do i keep modding or leave it as is?

EFSedan#6

iTrader: (3)

Such a great post.

jaycorolla

iTrader: (1)

WOW..... this is a long thread and you know what might as well see if we can still keep it going, the info is great from page one and this is so interesting to see how things have evolved over the past 10 years, seeing trends come and go to how parts evolved and what people thinks about the love D-series motor. i too love my d-series motor, i have built 3 over the years, even still while now having a b18c ( with work done to it) there is nothing like the feel of the pull of a single cam.

im in the progress of building a d15b7/z6 mini high comp. supercharged motor, i plan to be using eagle rods built for the d15b7, im seaching now for pistons but i looks like ill be getting a set made for the d15 motor, and im going to use a built z6 head with port n polish with springs, retainers, and valves all upgraded, i think ill be using a supertec setup with a skunk2 stage 1 or 2 tuner series cam. the compression ratio goal will be 11:1 while running a Rotex supercharger w/FMI to help lower intake temps charge.

i know the high comp supercharged motor is debatable but i plan on building up to this setup while a few of us are going to use the car in getting our licenses for racing within the SCCA organization. So while we do our required classes and races to gain our needed qualifications to be able to race in all events, the car will also be in the process of getting upgraded as the skill level increases.
In theory as we learn the car and skill increases the car will then be upgraded to meet the needs of the required events.

so i plan to first build the motor as an high compression all motor setup with the h-beam rods and high comp pistons (which it is look like they will be a custom set) and built Z6 head with a good cam the will work all around in na or boosted applications.

then as things progress then adding a Rotex supercharger w/FMI setup so it will be capable for tack running purposes or drag racing, or time attack event. bascially the end goal is to have the car finish as a fuly build d-series motor but being of a d15b7 setup which i havent really seen around. the whp goal is going to be in the 300-350 range for track and for drag maybe more.... idk not there yet.

so sorry this is long winded but let this post revive and it is truly a great info page for the d-series motor. so Thanks Spade.... you started a legendary posting!!!!!

j3wman

This thread is 12 years old, It is literally older than my girlfriend's pubescent little brother. If someone compiled this into a book I would buy it.

Spade

Oh look this thing's still alive. I'm still rockin' the SOHC, but it's boosted now.

It's amazing how much has changed over the years, especially the availability of the D and how it's dropped off.

Anyone dyno one of the higher final drives but leave the dyno computer still set to stock? I'm really curious what amount of "horsepower" the final drives add.

nub

The final drive doesn't change the engines power number. The engine makes what the engine makes regardless of gear ratio.

Nave43

If this isn't sticky'd it should be. Great read, great ideas, all around good stuff for any D-Series owner. Can anyone update this to include the JDM D16A SOHC VTEC as well?

BoRiCuA

Back from the Dead, Tons of info, props to Spade for a great thread. Where is everyone that actually built something?

BoRiCuA

1st of all let me start by saying, Thank you. That 24-page post is great and it has answered most of my questions, which is why i rather go to the man himself. I have a 1991 crx si which i am restoring. I currently have the Oem d16a6 engine and the d16z6. I plan on using the z6.

Info so far that I've gathered for a mild build say 130hp

D16z6
Block= p29 w/ 1.5mm Hg @ 11:3cr ? or pm6 w/ .10 mil from the head with stock 3 layer Hg @ 10:2cr ? what would you recommend?
Head = zex #59300 cam? Do I have to upgrade valvetrain? (Arp head studs and Cam gear i already have)
IM= skunk2 or Elderbrock or just stock what tb? Injectors i heard preludes have 240cc and can be easily modified to fit?
Ecu currently running stock p28, should i get a chip,s200 or chrome.

Other stuff:
12lb flywheel
Aem Cai
dc headers w/ test pipe and 5zigen exhaust 2.5
b-series v-tec fuel pump?

Please elaborate on this build to come, i would appreciate honesty as i don't waste my hard earned money.