Always loosen the bolts one turn at a time working from bolt no. The head should be loosened with care to prevent bending and twisting. Power steering lines are annoying, but let them were they are. After removing the rocker arm assembly you can lift the cam shaft a little on the distrubutor side to remove the timing belt from the cam gear. In that case I advise to turn over the cam shaft once (with the timing belt still on it!) and it will pop up. Sometimes the assembly will not come of easily. The rocker arm assembly can be removed by loosening 14 bolts in total, working from the outside to the inside. However, it can lighten the job and the timing belt is easier to handle that way. Removing the rocker arm assembly is not necessary. It can make a mess! Remove the valve cover. It is advised to remove all liquids from the engine. Start by removing all cables and hoses from the head. D16Z6 distributor (TD-42U) which actually only fits on the D16Z6/Z9 head, see later OEM part 12251-P2J-004 or headgasket D14A3/4, it is the same famous 3 layer from D16Y8 engines OEM part 90741-657-000 or Woodruff key, (needed to mount cam gear) Megan adjustable cam gear, any brand will do D16Y8 head, gives CR of ~9.5, D16Z6/Z9 head will be fine to and give CR ~9.1 Shopping lists for the headswap (parts I had): Note: before doing the VTEC head swap you need the IM swap and OBD1 conversion! So let’s swap and start with my shopping list. The non-VTEC heads can not be equipped (easily) with the VTEC system. So there really is only one reason to do it: to make VTEC possible. The combustion chambers are alike, the valves are the same, even the rockerarm assemblies can be interchanged! The resulting CR (compression Ratio) are (almost) identical, this in contradiction to mini-me swap on D15B2/B7 engines resulting in fairly high CR. As you might have observed the VTEC SOHC heads are almost identical to the non-VTEC SOHC heads. Before I start with the swap itself, I want to tell why the head swap is usefull. My car now uses 0.5 litre of oil in 10.000-15.000 km, so refilling is unneccessary between oil changes. Oil consumption improved because the state of the VTEC head seemed better compared to my old head.
This step followed right after my OBD1 conversion and it already ran 54.000 km without problems on a total of 244.000 km. Because I have a Civic City, I called this particular swap the City-me. It is based on the classic mini-me setup (D16Z6 head on D15B2/B7 block). This is the biggest step of my (insane?) D14A3 project so far.
0 kommentar(er)
