Okay if you're not familiar with my situation, I posted about it here:

https://honda-tech.com/zerothread?id=397050

Summing it up, my daily driver 1990 hatch blew up and I need a good daily-driver motor set-up.

The D16A6 block is a definate! Already got a full D16A6 swap for $100.00. Motor smokes and the tranny needs bearings.

The tranny will remain all 1990 Si stock with all new bearings and seals - that's final.

I have at my disposal FREE used 1988 Integra pistons. Are they not the same high-domed 1989 ones, or are they the flat-tops like the 1986 and 1987 Integra pistons?

My plan is to use those free 1988 Teggy pistons and get new rings and hone the D16A6 block and add all-new rod bearings for sure and mains if it's a must.

So so far it's rebuilt Si tranny, a D16A6 block, used 1988 Teg pistons, new rings, rods, bearings, and 1996-up D-Series metal head gasket.


So here's where I NEED your D-Series Gurus' help - choices:

1. Stock D16A6 head for crazy-*** CR near 12:1. How much would you mill off? This will run on pump gas. I have a friend with a built B18C1 running 12.5:1 CR on pump gas, so 12:1 isn't too bad off I guess. A good friend of mine who has built a lot of D16A6 motors said he's gone .050 (50 thousanths) off his head with 1989 Teg pistons and the metal head gasket and ran mid-grade gas. Does this sound okay?

2. Stock 1988 Integra LS head. Twin-cam D16A1 head - will it not just bolt right up? I'm just not crazy about the twin cam heads for some reason. First off it will drop the CR from the 12ish down to the stock CR of a D16A1, right? What's that, like 9.2:1? I mean that'd be like the stock 118hp rating, right? Not sure if I like this idea or not.

3. D16Z6 VTEC head swap. I have access to this too, and basically it'd be free until it got working, and from then my boss and I would work things out. I *think* it has a Crower regrind cam in it too. Would the CR with the 88 Teg pistons still be around stock 9.2:1 of the D16Z6? How exactly would I wire this up and what ECU is the easiest to use? I mean I'm not trying to locate a P28 ECU and convert to OBD1 - unless it's REALLY worth it.

Well if it was you which would you do and why? There isn't much of a price/money difference in terms of the actual heads, so don't worry about that. All are right there at work at my disposal, so it's not an issue of availability too. The only one that will cost extra (how much? I have no idea!) would be the VTEC head for ECU and wiring costs if applicable, right?

What do you all think about each set-up in terms of reliability, drivability, power output, and aftermarket support factor?

I don't care about any "bling" factors here - VTEC head or DOHC won't mean **** to me if they aren't the best choice overall.

I've heard of a very similiar set-up like my #1 only with an added mild cam pushing 144whp - that'd be sweet!

Thanks in advance for any helpful info, links, personal experiences, and I hope topic isn't annoying to any of you - I thought it was a pretty unique question and not the run-of-the-mill "what will my car run with X set-up" you know?

 

BTW: I promise to post up every last step of the process with detailed diggy pics for all to see.

I really hope that my build-up stuff will be able to help a lot of SOHC guys who can't/won't spend DOHC money. I mean I have a DOHC VTEC motor in my 1992 CX and it's great, but I like the idea of having a killer D motor for not much money at all, you know?

I'll post pics/tech like you wouldn't believe when the time comes y0!

 

Welp i'd say stick with the stock head, the 88-89 teg pistons are high domed and according to c-speedracing the compression using a 3 layer oem gasket, with pr3 pistons is 11.6:1 you'd probably just have to use a one layer to get that wonderous 12:1. If you want you can get a cam, many available for the a6 and you'd be set, unnless you raise the rev limit. Pretty cheap with your connections it looks like. vtec head swap is expensive (if you do it right) and will only net you ~130hp, you could be pushing 130-140 whp for the price of that swap. I don't think the d161 head fits, but i could be wrong. Still not worth it, with option numba 1. good luck


[Modified by altoid, 8:04 PM 1/29/2003]

 

the a1 head works, but there is a LOT of machine work required.

 

Option #1 is the best option NO DOUBT.. ill go over the negatives first.
#2 would just be too much trouble for minimal gains, im not even sure if the head lines up with block. i doubt going with a DOHC head would be a good idea at all.
#3 i have had personal experience with. I had it running with the Obd-0 setup with a vtec controller to activate VTEC, the constant problem i had was with timing. It was very difficult to get the timing just right. I did the Obd-1 setup and it ran much better, but the power gains were to minimal to my standards.. hell, the old d16a6 with just a cam felt just as strong.

You will be pleased with option #1, no need to mix and match parts. Your goal of 130+ should be easily realized. I might just pick up a set of those d16a1 pistons as well. The d16a6 is a gem of a motor.. with a cam, i/h/e, ECU, and stock compression i can surprise most hybrids. I know of a few guys around here running low 14s high 13s with just headwork and a stock block.

 

if i were to put the teg pistons in my d16y7 would i yield similar results? id probably have to blockguard the engine right? and play with the head if i decide not to change heads.

If this is a cheap engine build up that will yeild 130-140 whp id be VERY interested in know what i can do for my d16y7

 

i think the y7 has higher comp than the a6

 

so what kind of compression would i yeiled with a y7?

 

Here is my webpage i made on my D16a6 build up, I did the 89 integra pistons conversion on it. It also has a price list. http://members.aol.com/_ht_a/skatemesa1/page4.html


[Modified by RedRacerCivic, 2:50 AM 1/31/2003]

 

I'd go with option 1. I've heard it's really hard to get that 'teg head to fit the a6 block. Also, like the person above said, without obd-I, the vtec head can be a pain. Good luck

 

what kind of power did you get with your setup? did u use ARP stud bolts?

 

i have stock bore 89 teg pistons in my d16z6 and it runs fine on pump gas. with my d16y8 headgasket (thinnest d-series)..im runnin on 87 octane. im running a d16a1 ecu but that is prolly not the best choice as it runs it too rich.

i would say..build the a6. thats a nice little motor. a couple low buck things u can do: d16y8 intake mani. b-series throttle body...will bolt up. stock b-series intake tube+filter. and i suppose u could go with a cam...take advantage of the higher c/r.

 

Trinity or breaka 1 9:

Feel free to lock this one down as I've made my decision and am posting another topic with pics since the build-up has already begun.

 

d16a6 stock block,milled head 90,vavlejob,chipped ecu,ported manifold,tb,ghetto tunning,13.2,not bad for a $600 motor,if you plan on driven everyday i wouldnt mill for then 50

 

Glad to see you're going D16A6 I the A6. Anyways, I've got I/H/E, Crane Stage 2 Cam, and Skunk2 Camgear. It feels pretty good for what it is!! But, still, it's not near fast enough. But I think if you got a P&P head and some sort of computer re-program, it would just own! Too bad I don't have enough money for this, which is why im going turbo. But: cam, p&p, i/h/e, computer, milled, and some upgraded valvetrain

 

check out Exo Speed for a cam also. They seem to have quite a nice program there.

 

anyone dyno this seup before? what kind of power can u expect and how fast in the ET?