![]() If you decide to use the Civic ZC tranny with your Civic ZC engine, get the Civic ZC intermediate shaft because there is no US counterpart to this part. Electrically the ZC is identical to the Si with the exception of the distributor wiring. The easy way is to match the pair to what ever year tranny you use. You just need to make sure you have the right clutch and flywheel combo. You can bolt the ZC to the stock transmission easily too. The 88-91 Civic style ZC is a direct bolt in to the 88-91 Civics and CRXs. These require more than just a couple of wires for the conversion to work. The two major sticking points are vehicle speed sensor and electronic load detector. The reason this is not done more often is because of the wiring differences. What do these fit?īecause the 88-89 Integra ZC engine mounts the same as the 86-89 Integra, the engine will not only bolt in to the 88-89 Integra, but also into the 86-87 Integra and 84-87 Civic or CRX. It is also worth noting that the valve covers and intake manifolds are also slightly different. The Integra's driver's side mount is located near the front of the engine while the JDM ZC's engine mount is closer to the timing belt cover. ![]() These two engines are not interchangeable with one another and have different engine mounts. The second is the D16A8/D16A9 and it came in USDM Acura Integra's. The first, offered exclusively in JDM Civic's/CRX's, has ZC stamped on the block. First, its important to realize that there are two types of ZC's. These came with a black valve cover and have several differences when compared to the first generation ZC's there. In 1988 Honda introduced the second generation of ZC's. Remember, the OEM wiring harnesses should be used with its own engine to make the swap easier and cleaner. If installing the Civic ZC into an 1986-1987 Integra is the goal, you'll need the Integra intake manifold and throttle body. Ideally, the ZC ECU should be used however the Si ECU is adequate. Several of the wires may need to be lengthened but there shouldn't be any other problems. To make things easier with wiring just use the stock wiring harness. First, the passenger side mount and rear mount from the ZC/Integra should be used while the driver's side mount and bracket need to be used from the Civic/Crx. To bolt this engine in, the following mounts will be needed. This conversion is both difficult and time consuming and really not recommended because the results really aren't that impressive. The main problem lies within the carbureted versus fuel injected models offered during these years. These engines are usually bolted into 1st generation Crxs and 3rd Generation Civics along with 1986-1987 Integra's. The main difference is Japan's higher quality gasoline and different fuel curves along with slightly higher compression. Remember, these engines were offered in Japan and similar versions offered in the United States were only offering 112 horsepower. It's worth noting that this engine came with the highest horsepower rating of all ZCs at 137 horsepower. These engines can be found in 85-87 JDM Civics and JDM CRX Si's and were very similar to the 1986-1987 US Integra engine. The first Generation ZC's were offered from 1985 through 1987. ZC's were first offered in Civics and Integras in 1985 and were still being manufactured in vehicles up until 2001. Hopefully this will separate the facts from the myths. This article distinguishes the different versions of the ZCs offered. Honda offered this engine in both single and dual overhead cam designs, as well as fuel injected and carbureted versions of these. The ZC engine is one of the hardest to identify because there are many different versions of this engine. ![]()
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