'96 hx (d16y5) to 94 ex (d16z6)

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I spun a bearing in my '96 civic hx and have replaced it with a '94 d16z6 junkyard motor.

I used the wiring harness from the chassis, and used the d16y5 intake manifold so all the plugs line up exactly. The '94 doesn't have a crank fluctuation sensor. That's the only sensor not plugged in.

I started the car on my original p2n ecu without issue, and have been driving on it for a couple days. It feels solid, no misfires or hiccups thus far.

What issues could I encounter? Will the motor run lean on the p2n ecu vs. a p28?

This car is just my daily driver/beater!
 
I know that's the correct way, but after I buy a p28 and a conversion harness I will have spent more then I have in the entire swap all together.
 
thats the price to pay when modding a car
 
Not modding.. Just trying to make sure my daily driver will run reliably for the next 30-50k miles.

Can anyone offer some input on running a p2n on a d16z6?
 
D16Y5 HX motor = VTEC-E
D16Z6 = standard single-cam VTEC

Correct me if I'm wrong, but the VTEC mechanism isn't in the intake manifold. VTEC-E engages lower in the RPM band and is meant to improve gas mileage. The Z6 will run ok with the HX's ECU, but the VTEC won't operate in the way that it should, if it even operates at all...
 
Correct me if I am wrong, but isnt the vtec crossover the same? I've owned a 97 hx and vtec came in at 4400 rpm or so. I've also owned a d16z6 in a eg si hatch as well.
 
I suppose I could be wrong, but I'm fairly certain that VTEC-E works differently than standard single-cam VTEC. What it's supposed to do is keep one of the intake valves from opening very much at low RPMs, which increases the air/fuel atomization in the cylinders which allows the engine to run on a leaner mixture (and preserves better fuel economy).

As the engine revs up, more fuel is necessary, so a sliding pin type mechanism (which is operated by oil pressure like in standard VTEC) is used to start opening up that second valve. Eventually, both valves are fully opened for to maximize high-RPM performance.

Maybe that's what you felt on your HX? A kick in performance when both valves were fully opened up?

I dunno, I guess I could be misinformed, but that's how I understand VTEC-E. And if that is the case, then the HX's ECU isn't going to run the Z6's standard VTEC properly. It'll work, but it won't be ideal...
 
The vtec-e engages vtec the same but has different cams. Also, the hx has roller-rockers (nice). Oh yea, d16y5 = 4500rpm vtec crossover, and the d16z6 is 5000 rpm.
 
Right, but will the HX ECU operate the Z6 exactly like it would the Y5? Would one of the valves be completely closed up to a certain RPM point? Obviously the cams are different too, like you said. I assume this will effect performance.

I'm not saying the HX ECU won't run a Z6 well enough, I'm just saying the mileage and performance isn't going to be quite the same as if he had just stuck another Y5 in it...
 
BrutalB83 said:
Right, but will the HX ECU operate the Z6 exactly like it would the Y5? Would one of the valves be completely closed up to a certain RPM point? Obviously the cams are different too, like you said. I assume this will effect performance.

I'm not saying the HX ECU won't run a Z6 well enough, I'm just saying the mileage and performance isn't going to be quite the same as if he had just stuck another Y5 in it...
Click to expand...

The ECU/ECM doesn't control the valve/valve operation. The crankshaft spins a pulley with the timing belt, which is in conjunction with the cam gear which in turn opens and closes the valves accordingly. The hx ecu will only affect its a/f ratio, which will run it on the lean side, thats all.
 
Gotcha. Yeah, I didn't think about the valves being specific to the motor rather than the ECU. Thanks for clearing that up...
 
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