Quote:
Originally Posted by Ryland
These engines only wear out after 300,000+ miles, or from abuse, so there is very little demand for them used except for people who want to put them in other cars, people who are putting alot of work in to building... basically the exact car that you have in stock form.
Why not find a civic CX? it's the same car but with the base engine instead of the V-tec and has steel rims, if you find a 1992 it will even have the v-tec wiring (all 1992 civic hatchbacks had the same wiring harness), you have a car who's engine will last forever, gets over 50mpg... and you want to do what??? look on craigslist and sell what you have to someone on here.
The car that you have is special because of it's ECU, it's head, intake exhaust and o2 sensor, it's sought after enough that people seek them out, travel great distances.
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The whole engine is different, actually, from any other Honda engine.
The top end is built from a Y8 cast core, and has enhancements beyond that, but does also have quench pads.
The bottom end is a standard D15 block from the EG series of Civics, but the crank, rods, and pistons are all different. The Z1 is the only Honda D-series engine that got a 1.5L crank with 1.6L rods and pistons (The pistons don't really make a difference between engine sizes, the stroke and bearing sizes are all that changed).
This means that the VX's rods and pistons will swap into a 1.6, but not into any other 1.5, while the crank will swap into a 1.5, but no other 1.6, and still require 1.6 rods.
The crank mains are 1.5L sized, the rod journals are 1.6L sized. It still has the shorter stroke and deck height of the 1.5L though.
One thing I had considered doing with a 1.5L block was to have it align bored to fit the 1.6L mains, except having it milled offset from the OE crank centerline, to better take advantage of piston force at TDC (The piston at TDC would be a few degrees past TDC measured at the rod journal.)
The Z1's combo crank was (indirectly) the inspiration for this.