In this article, the capabilities of the now almost extinct branch of ZC motors from Honda will be separately considered and evaluated. It should be noted right away that the difference between this type and the generation of D-engines is minimal, since their internal structure almost mirrored each other. However, they were divided by the company into two separate categories, and the motives for this decision are still unknown.
In fact, it turned out that the official serial branching was respected only within Japan. For all other countries, ZC engines, as it were, did not exist in a separate form, but were marked as representatives of the D-series lineup (which they, in fact, were). Not surprisingly, this often confuses the uninitiated in such subtleties of clients.
Common features
Similarity is similarity, but on the other hand, the differences between the two categories, although not numerous, still took place. They were quite enough to analyze the ZC branch separately from its parent series.
Let's start with their common features, taking as a basis for comparing the two-carburetor variation of the ZC engine and its D-analogue. Motors of both brands functioned on four-row cylinders. They "ate" gasoline and it was most preferable for them to have two of its varieties: Regular and Premium, registered under the labels A-92 and A-95, respectively.
Both D and ZC motors are installed transversely into the car body, directly under the hood. For models of both categories, the number of valves is 16, the role of the timing drive is performed by a belt drive, and the axis of rotation is directed in the opposite direction from the clockwise direction.
Differences
But then there is some discrepancy in their planning. It is considered the most important and defining difference between the twin series, and lies in the number of camshafts. This means that if almost all D-engines are capable of operating with only one shaft, then a number of ZC models, with all other characteristics equal to them, in addition, combine two camshafts at once. A significant sacrifice in achieving such an arrangement was the impossibility of using Honda's signature chip - the VTEC system - in the twin-shaft layout.
Less important are the minor elements that distinguish the ZC brand from the D series of motors and are hidden in the technical settings. They are secondary, because they hardly had any effect on the parameters of the engines as a whole. As mentioned earlier, ZC and D motors in the basic structural plan remained flawless and indistinguishable from each other.
ZC motors have become an integral part of many Honda vehicles, in particular the Ingtegra, Civic, CRX and Domani models. Being powerful and at the same time low-guzzling engine, ZC allowed to develop speeds almost equivalent to those demonstrated by expensive engines, at much lower fuel costs. For example, the average instance consumed from 8 to 10 liters of gasoline per hour when driving in urban areas. It was this fact that made the ZC motor branch a good alternative to many of its illustrious competitors. However, it was not enough for the ZC brand to become widely known.
A few numbers to compare the characteristics of the ZC most used models
- Twin carburetor ZC with 16 valves - power 105/6300 hp / rpm, with a torque of 138/4500 Nm / rpm.
- Injection ZC with 16 valves - power 120/6400 hp / rpm, with a torque of 147/5000 Nm / rpm.
- Injection ZC with 16 valves and VTEC - power 130/6000 hp / rpm, with a torque of 148/5200 Nm / rpm.
- Injection ZC with 16 valves and two camshafts - power 130/6800 hp / rpm, with a torque of 147/5700 Nm / rpm.
A question of reliability
A separate and especially reverent topic in the discussion of ZC motors is their survivability, to which they owe the technological solutions classic for the D-series. It was repeatedly tested in practice by experienced drivers, and turned out to be so high that it ensured the survival of engines in a state where their spark plugs had outlived their life for many years, oil and antifreeze were completely absent, and the degree of quality of gasoline used, to put it mildly, left much to be desired. the best.
At the same time, the price of overhaul of a failed engine of the ZC branch, taking into account all the necessary spare parts, was knocked out far beyond 200 (in models with one shaft) and 300 (in models with two shafts) dollars, except in special cases. The relative simplicity of the ZC brand design has reduced the complexity of a full engine repair to a level where it became possible to do it manually inside an ordinary garage.
ZC engines are so unpretentious that they do not have any specific maintenance requirements. The types of oil used and the grade of gasoline, a very high or low temperature environment - the engine will start anyway, even if it is -20C outside, and the candles responsible for lighting are obscenely old.
In terms of engine upgrade options, the ZC design offers ample room for maneuver, but is inferior to the B-series engines, which are much more promising and technologically advanced. If the owner of a ZC engine is haunted by the idea of installing a turbine on it, he should keep in mind that the implementation of this idea requires laborious installation work and the ability to understand engine settings.
Summing up
As a continuation of the D-series, the ZCs deserve to be placed in the most outstanding, safest and most reliable category of engines for ordinary civilian vehicles that only Honda has produced in the history of its car industry. To pleasant impressions from the characteristics of the engine, there is very little, but the fact that the VTEC system is not available on the two-shaft ZC models still adds bitterness. If the developers succeeded in this, perhaps the ZC could enter the same competitive line with the Honda B series engines.
The list of advantages of the ZC series is amazing. From their awareness, it becomes doubly unfortunate that these engines are no longer produced today, and you can only find them with a few happy owners.
In the reviews, you can find that ZC engines on Hondas are not killed and you can treat them at random, that is:
- oil can be changed when it completely becomes black-black, dirty-dirty;
- do not change antifreeze or antifreeze.
There is another very important plus for some who often ask if the valves will bend when the timing belt breaks? So, if the timing belt is broken, the valve will not bend on ZC engines.
What cars are ZC
From the factory, these Honda car models were equipped with ZC engines:
Factory regulations Honda ZC 1.6 with a capacity of 105-130 hp
The manufacturer has created standards for what and when to change:
Types of malfunction and repair
Although Honda's ZC engines are reliable with a high resource, they sometimes have to be repaired or swapped. The following problems occur:
Video
In this video, a Honda Integra that has traveled over 400,000 km without repair.
How to adjust valves on a Honda.
Honda engines of different models and lines.
At the beginning of the review of Honda engines with the ZC series, it is worth noting that they should not be singled out as an independent series, since, in fact, they belong to the D-motor line. These units have the maximum similarity in their design features. On the territory of the manufacturer's country (in Japan), this type of engine received its own designation, despite the fact that in the rest of the world it remained the D-series, to the name of which another letter and number were simply added.
According to experts, ZC engines, like all D-units, have become one of the most reliable in Honda's history. Below is a brief overview of their characteristics, applicability, features of operation and tuning possibilities.
Characteristics of the two-carburetor version of the ZC engine
Honda's unique development is a four-cylinder gasoline engine with a transverse mounting option. The motor is equipped with 16 valves, has a timing belt drive. By the number of camshafts, it can be either single-shaft (equipped with the VTEC system, in some trim levels - VTEC-E), or two-shaft (VTEC is not provided). The direction of rotation is counterclockwise. There is no VCM cylinder deactivation system (for fuel economy).
- with a power of 105/6300 hp / rpm, the torque is 138/4500 Nm / rpm (with two carburetors, for example, Integra DB6);
- with a power of 120/6400 hp / rpm, the torque is 147/5000 Nm / rpm (with an injector, for example Integra DB6);
- with a power of 130/6000 hp / rpm, the torque is 148/5200 Nm / rpm (with an injector, VTEC system, for example, Domani MA4);
- with a power of 130/6800 hp / rpm, the torque is 147/5700 Nm / rpm (with an injector, two camshafts, without a VTEC system, for example, CRX EF7).
ZC engines are applicable for Civic, Domani, Ingtegra, CRX and other car models.
general description
Unlike the traditional D-motor, which is used only in Japan, the ZC version can be twin-shaft. This is its main advantage in relation to the classic engine, produced for the domestic Japanese market. At the same time, earlier the ZC-motor, despite the “affinity”, could be equipped with two camshafts, but did not have the ability to install a VTEC system. Such a bonus was available only for single-shaft engines.
It is worth noting that ZC motors were not distributed outside of Japan, more precisely, they were, but did not have the corresponding letter marking. The D-series designation was used for both single shaft and dual shaft motors. For this reason, the units received unusual markings, for example, D16A1, D16A3, D16A8, D16A9, D16Z5. All these engines were equipped with two shafts and belonged to the D-series, and in the domestic market of Japan they were called ZC-motors.
According to experts, both versions of the units have an almost perfect design. At the same time, some differences in tuning between the D-series and ZC engines have little effect on their overall performance.
In general, in-line four, which rotates counterclockwise, has a belt drive and is installed transversely in the engine compartment, experts call it simple and economical. The motor has good power and torque performance, as can be seen in the above specifications. ZC series engines were installed in many cars as a replacement for more expensive and powerful versions. For example, along with the B-series, such a unit could fit under the hood of the CRX, one of the most striking Honda models produced in the 1990s. This trend was observed throughout the entire period of production of Integra cars with DA-, DB-, DC1 bodies. The ZC version is in no way inferior to the D-series engines, sometimes allowing the car to accelerate better than similar engines from other manufacturers, but always being “in the shadow” of eminent competitors.
The average fuel consumption of the ZC-engines was the same as that of the D-series. Subject to proper operation and maintenance, such a motor consumed approximately 8-10 liters in urban mode, which depended on the mass of the car itself.
About reliability, maintainability and maintenance
ZC motors have inherited all the main technical features of the D-series. First of all, it is extreme reliability and wear resistance. As practice has shown, ZC engines were able to survive operation even in the absence of oil and antifreeze, with gasoline of dubious quality and with candles that were changed about 15 years ago in Japan itself. It is difficult to imagine more reliable motors.
The cost of spare parts for a complete overhaul of the ZC, as for the D-series engines, rarely exceeded the amount of $ 200-250 (for a single-shaft version) and $ 300-350 (for a two-shaft version). Experts also noted the excellent maintainability of the motor, which, if desired, can be disassembled and assembled, even with minimal knowledge.
It is worth adding that the concept of "subtlety of service" is not applicable to ZC engines. Such motors are able to work on almost any oil and gasoline. The units pleasantly surprise with their endurance. If there is at least minimal compression left in the ZC engine, even with four old different spark plugs, the unit will start at temperatures down to -20 ° C. Such "unpretentiousness" commands respect.
Possibilities for tuning
Due to the large margin of safety over the ZC motor, you can experiment in terms of installing a turbine. According to experts, it is advisable to change the ZC to the B-series, which is more technologically advanced. The installation of the turbine itself is quite complicated: strengthening of the structure is recommended, competent tuning is critical. At the same time, in the case of the installation of the B-series, the “stock” parameters pleasantly surprise you immediately at the beginning of work.
Some Conclusions
ZC, like the entire D series, was called by many experts one of the best civilian engines ever produced by Honda. Once again, we note that single-shaft engines received special attention. Assuming that the two-shaft ZC motors were equipped with a VTEC system, then such units could well compete with the B-series.
The Honda ZC engine received a marking of two Latin letters, characteristic of the domestic market of Japan, which does not carry any information for the user. Moreover, the design is as similar as possible to the D-series motors, which leads to some confusion:
- manufacturer Honda began to install ZC engines on export cars;
- in the accompanying documentation, some of them retained the original markings;
- others redesignated D-series.
In total, there are 4 generations of ZC motors, which differ greatly in design:
- I generation - Keihin horizontal double carburetor, 105 hp. With.;
- II generation - GM-FI injection, power 120 hp With.;
- III generation - carburetor 105 hp or injector 120 l. s., analog D16;
- IV generation - system.
There are versions of the ZC series ICE with a two-shaft cylinder head and a DOHC gas distribution mechanism. Their volume in the total amount does not exceed 10%. Motors were created for a specific Honda Integra model, later installed on Civic, Domani, Ballade, Concerto and CRX.
Specifications Honda ZC 1.6 l / 105 - 130 l. With.
Initially, the first generation ZC series engine used SOHC single camshaft timing, transverse installation under the hood, dual carburetor, in-line 4 cylinders, counterclockwise rotation of the shaft.
The single-shaft engine scheme made it possible to use the VTEC system to complete Honda Integra plant models along with the D-series ICE or Honda CRX instead of the B-series engine.
When using two camshafts according to the DOHC scheme, the VTEC system cannot be installed. Already 16 valves appear in the cylinder head, the power of the engines increases to 130 hp. With. instead of 120 l. With. for injection versions or 105 liters. With. in dual carburetor options. At the same time, in any configuration, the ZC engines had the same volumes of combustion chambers - 1.6 liters (1590 cm3).
The table below summarizes the technical characteristics of the motors of the ZC line:
| Manufacturer | Honda |
| ICE brand | ZC (series) |
| Years of production | 1984 - 2001 (SOHC) 1988 - 1992 (DualCarb) 1992 - 1494 (VTEC) 1989 - 1995 (DOHC) |
| Volume | 1590 cm3 (1.6 l) |
| Power | 77.2 kW (105 HP) 88.3 kW (120 HP) 95.6 kW (130 HP) |
| Torque | 138 Nm (at 4500 rpm) 147 Nm (at 5000 rpm) 148 Nm (at 5700 rpm) |
| Weight | 98 kg |
| Compression ratio | 9,2/9,3 |
| Nutrition | dual carburetor/injector |
| motor type | in-line petrol |
| Ignition | switching, non-contact |
| Number of cylinders | 4 |
| Location of the first cylinder | TVE |
| Number of valves per cylinder | 4 |
| Cylinder head material | aluminum alloy |
| Intake manifold | duralumin |
| An exhaust manifold | cast iron |
| camshaft | original cam profile |
| Block material | cast iron |
| Cylinder diameter | 75 mm |
| Pistons | original |
| Crankshaft | original for each motor version |
| piston stroke | 90 mm |
| Fuel | AI-92 |
| Environmental standards | Euro 3 |
| Fuel consumption | track - 9 l / 100 km combined cycle 10 l/100 km city - 11 l / 100 km |
| Oil consumption | maximum 0.3 l/1000 km |
| What kind of oil to pour into the engine by viscosity | 5W30, 5W40, 0W30, 0W40 |
| Which oil is best for the engine by manufacturer | Liqui Moly, Motul, Mannol, Castrol |
| Oil for ZC by composition | synthetic, semi-synthetic |
| Engine oil volume | 3.5/3.7 (VTEC) l |
| Operating temperature | 95° |
| ICE resource | claimed 500,000 km real 1000000 km |
| Adjustment of valves | nuts |
| Cooling system | forced, antifreeze |
| coolant volume | 6 l |
| water pump | with plastic impeller |
| Candles on ZC | Iridium Power IK16 |
| spark plug gap | 1.1mm |
| timing belt | GT 80100 GMB |
| The order of operation of the cylinders | 1-3-4-2 |
| Air filter | Nitto, Knecht, Fram, WIX, Hengst |
| Oil filter | with check valve |
| Flywheel | From D16 weighing 7.6 kg |
| Flywheel mounting bolts | M12x1.25 mm, length 26 mm |
| Valve stem seals | manufacturer Goetze |
| Compression | from 13 bar, difference in neighboring cylinders max. 1 bar |
| Turnover XX | 750 – 800 min-1 |
| Tightening torque for threaded connections | candle - 31 - 35 Nm flywheel - 62 - 80 Nm clutch bolt - 22 - 40 Nm bearing cap - 68 - 90 Nm (main) and 43 - 53 Nm (connecting rod) cylinder head - three stages 20 Nm, 69 - 85 Nm + 90° |
Design features
The ZC engine is designed for a transverse layout in the engine compartment. It has four in-line cylinders inside a cast iron block. Initially, the cylinder head was 16 valve with one timing camshaft.
Then the VTEC mechanism was added - an electronic system that controls the height of the valves and their opening time. When using a single camshaft (SOHC VTEC), all 16 valves are located in one row, unlike twin-shaft DOHC VTEC systems. In this case, only the mode of the intake valves changes.
In principle, the description of the ZC SOHC is identical to the D16A6 or D16Y4 motors, but the camshaft cams are more aggressive here. In turn, the manufacturer recommends considering the ZC SOHC VTEC as a complete analogue of the D16Z6 engine. The ZC DOHC motor is similar to the D16Z5, D16A9, D16A8, D16A3 and D16A1 options, so the attachment and even the cylinder head can be rearranged from them for tuning with your own hands.
List of engine modifications
The manufacturer has released several generations of the ZC series with the following design features:
- basic version - cylinder head with a single SOHC camshaft, double Keihin carburetor, power 105 hp s., torque 138 Nm;
- second generation - forcing up to 148 Nm and 120 hp. With. due to the VTEC system and distributed injection;
- third generation - it was necessary to increase the power to 130 hp. s., torque decreased to 147 Nm;
- fourth generation - DOHC gas distribution system, two camshafts.
At the same time, attachments changed their location. Part of the cars for the domestic market was right-hand drive, export options had a left-hand drive.
Advantages and disadvantages
There are a lot of ZC motors left on old Japanese foreign cars. Despite the manufacturer's declared resource of 500,000 km, in reality they serve twice as long, that is, they are "millionaires", without any restrictions. The official manual, of course, contains the terms for changing the oil and other consumables, however, the internal combustion engine is considered “indestructible”, even with careless operation:
- it will start at -25 degrees with different candles, the resource of which is expired;
- will run on old oil of unknown quality and without antifreeze in the cooling system;
- with a compression difference in neighboring cylinders of more than 5 units, a car in a heavy body will confidently pull.
For decades, the owners have been making major repairs in the field “on their knees”, without visiting the service station.
The disadvantages are the removal from production, some shortage of spare parts, physical wear and tear. When the belt drive breaks, the valve does not bend at any speed.
List of car models in which it was installed
The Japanese ZC motor was used in several Honda cars:
- ZC SOHC - Ballade, Civic, Domani, Integra in 1984 - 2001;
- ZC SOHC DualCarb - Civic, Concerto, Integra in 1988 - 1992;
- ZC SOHC VTEC - Civic Ferio EJ3 in 1991 - 1993, Civic EJ1 in 1992 - 1995, Domani MA4 in 1992 - 1992;
- ZC DOHC - Ballade CRX AS 1984-1987, Civic AT 1984-1987, Integra AV/DA1 1985-1987, CRX EF7 1986-1991, Civic EH1 1992-1995.
When equipped with one and two-shaft cylinder heads, carburetors and injection injection, the engine characteristics differed markedly, which made it possible to mount engines on a wide range of Honda cars.
Service schedule Honda ZC 1.6 l / 105 - 130 l. With.
The operating manual contains the following terms for replacing consumable items that the ZC engine has:
- after 100 thousand mileage, timing belt replacement;
- after 50 thousand km, the belts that rotate the attachments should be changed;
- thermal valve clearances should be adjusted every 25 thousand km;
- The battery lasts about 2 years or 40,000 km;
- filters are changed after 10, 30 and 40 thousand mileage (oil along with lubricant, fuel and air, respectively);
- ventilation in the crankcase is cleaned after 20 thousand km;
- the antifreeze resource is enough for 40,000 km, then the coolant is replaced.
Subject to the specified terms, the overhaul will come, not earlier than 500,000 km on the speedometer. The internal combustion engine device allows you to improve systems to increase torque and power. However, if modernization was carried out, the indicated periods are reduced by at least 30% due to increased wear of friction parts.
An important feature of all ZC modifications is the very reliable design of the internal combustion engine.
Overview of faults and how to fix them
Despite the fact that the ZC motor is a very reliable power drive, it is characterized by problems:
Mechanical tuning and turbocharging of the engine dramatically increase the likelihood of these malfunctions.
Motor tuning options
Since the ZC engine is a classic of Japanese engine building, traditional tuning is possible through a set of measures:
- increase in compression ratio;
- expansion of timing phases;
- balancing and lightening the camshaft and flywheel;
- refinement of the intake and exhaust tract;
- ECU chipping.
On the other hand, tuning should take into account the fact that the versions of the ZC motors differ significantly in design, so options are possible. To get 130 liters. With. it is necessary to install a VTEC mechanism, and this is only possible for a single-shaft cylinder head, therefore, it will be necessary to replace the standard head with a Z6 or Y8 with combustion chambers of 34.6 cm3 or 32.8 cm3, respectively. The compression ratio will increase to 9.2 or 9.7 units, power up to 130 hp. With. or 128 l. With..
The intake tract is equipped with a 62 mm throttle, a zero resistance filter, bulkheads and channels are polished. You can put pistons from P29 with a domed surface with recesses for greater valve safety. In this case, a camshaft with a wide phase, increased cam lift is needed. The result is a power of about 140 liters. With.
Thus, the motors of the ZC line provide a resource of 500 thousand kilometers, are considered "indestructible" and very reliable. They have one or two camshafts of the timing system, in the first version they are additionally equipped with VTEC.
If you have any questions - leave them in the comments below the article. We or our visitors will be happy to answer them.
Honda Integra is a car manufactured by Honda from 1985 to 2006, during which time 4 generations of Integra came out.
In the article you will learn about the details of all generations of Honda Integra cars, namely about the fascinating history of production, tips and service intervals recommended by the Japanese division of Honda, about the Type r version, technical specifications and video test drive.
To select generations, use the content, Happy reading, friends!
Review of Honda Integra 2 generations 1989, 1990, 19991, 1992
Honda Integra second generation was released in April 1989. Compared to the first body, the prefix “Quint (first generation Integra)” was removed from the model name, and now it is simply: Honda Integra. In North America, the car was sold under the Acura brand. The car was produced in two body styles: sedan and coupe.
Honda Integra Coupe
In November 1986, Honda engineers were tasked with developing a new "heart" for the 1989 Honda Integra. The goal was achieved and the B16A engine with the proprietary VTEC system was presented to the public, this is the first atmospheric unit in the world practice, from which one hundred horses were “removed” from one liter of working volume!
With a volume of 1.6 liters, it "gave out" 160 horsepower at 7600 rpm, with a red zone of 8000 rpm! And this motor was installed on the second generation Honda Integra.
Later, the engine was installed on the Honda Civic, and 13 years later the Japanese released the Honda s2000, which had a 2-liter naturally aspirated F20C engine with 240 hp, this record is listed in the Guinness Book!
Probably everyone has heard of the “Honda” VTEC system. This is the legendary valve timing system, which allows you to save fuel at low speeds, and to press the driver to the seat at high speeds :))), since maximum power is reproduced when the engine “spins up”.
Structure of VTEC engines When developing the Integra, preference was given to comfort, economy and sporty character. After all, it was not in vain that engineers worked on the development of a 160 strong unit. With this engine and a 5-speed "mechanics" Honda Integra accelerated from zero to hundred in 7.7 seconds. But the range of engines does not end there, there were others:
- B18B 1.8 140 HP
- B17A 1.7 160 HP (North American specification)
In 1992, the B16A was boosted and produced 170.s.p.
ZC series on Honda Integra:
- ZC carbureted 1.6 / 105 hp
- ZC injection 1.6l/120hp
Engineers not only worked on the engines, but the owners of the Honda Integra are still praising the chassis. Handling and smoothness at the highest level. The car has a light, rigid body, and in all modifications there is an independent suspension with double wishbones and a stabilizer at the rear and front. Such a chassis, coupled with a light body, guarantees excellent handling.
For braking Honda Integra, on all modifications, ventilated disc brakes are responsible at the front, and at the rear on trim levels rxi, rsi, xsi, drum brakes on the rest.
You can choose from two gearboxes, a 5-speed "mechanics" and a 4-speed automatic. The B series engines were equipped with a four-speed six-position electronically controlled automatic transmission with a choice of 2 driving modes: Sport and normal. On the Honda Integra, which came with the ZC series engines, an “automatic” was installed without a choice of driving modes. 
honda integra sedan
When I write about cars of the 80s or 90s, I often use the phrase: “The model at that time had very rich and high-tech equipment.” So, the 1989 Honda Integra has high-tech and rich equipment to this day! This can be confirmed by the Emperor of Japan Akihito, because he personally drives a 1991 Honda Integra for more than 20 years! Akihito loves to ride it with his wife to the tennis court, he rides in compliance with traffic rules.
The Emperor gets into his Honda
It is comfortable to sit in the car for both the driver and passengers, ergonomics at the highest level. As mentioned above, the car is well equipped, regardless of the engine, the models were equipped with: Electrically heated windows, steering wheel adjustment, gear selector indicator, light not off reminder, automatic windows, hydraulic booster, climate control, quartz clock, seats with a developed lateral support and more.
Interior Honda Integra 1989-1993 The car was produced until 1993. In the same 93, the new Honda Integra body replaced it.
Specifications Honda Integra 1989-1993 year
Specifications Honda Integra sedan, ZC 1.6 engine 105 hp, 120 hp
(dimensions in mm)
Production date:1989-1993
Body: sedan
Number of doors: 5
Number of seats: 5
Length:4480
Width: 1695
Height: 1420
Wheelbase: 2600
Ground clearance:150
Tire size: 185/70R13
Front brakes: disc
Engine: 105 HP 135 Nm (carbureted) 120 HP 144 Nm (port injection)
Drive: front.
Fuel consumption: 9.4/100 km/h
Weight: 1010-1190
Fuel tank volume:50l
Country of origin: Japan
Technical characteristics of the coupe with the B16a engine,
(dimensions in mm)
Production date:1989-1993
Body: coupe
Number of doors: 5
Number of seats: 5
Length:4390
Width: 1695
Height: 1325
Wheelbase: 2550
Ground clearance:150
Tire size: 195/60R14
Front brakes: disc
Rear brakes: Depending on equipment
Engine: 160 HP 152 Nm (B16a)
Drive: front.
Gearbox: 5-speed manual, 4-speed automatic.
Acceleration 0-100: 5mt-7.7sec.
Fuel consumption: 9.4/100 km/h
Weight: 990-1170
Fuel tank volume:50l
Country of origin: Japan
Second generation price
In a state like that of the Emperor of Japan, it will be difficult to find. You will have to search for a long time, or take on the restoration of a “tired” copy yourself. Prices start from 50 thousand rubles to 190 thousand rubles.
Regulations and recommendations for servicing Honda Integra, taken from the website Hondavodam.rutuning
Hondas with B-series engines are loved by tuners, as the potential of the engines is huge. At one time, the B16a was already the most powerful aspirated in the world, its power can be raised higher.
If the engine is given more working volume, then about 40 horsepower will be added, this is done by replacing the block from the B20B. They also make a swap on B18s or K20A, or install a turbine on the motors, the power is impressive.
This is the "first-born" from Honda with a B16A engine and a proprietary VTEC system.
B16a is a record holder among atmospheric ones, in terms of specific power from 1 liter of working volume.
The 2nd generation Honda Integra is driven by the Emperor of Japan, Akihito, he has had it since 1991.
Model history
In February 1980, Honda puts on the market a model called Quintet, this car fills the lineup between the Civic and the Accord. This model laid the foundation for the Honda Integra.
Restyling interior The suspension of the car is multi-link, due to this, Honda Integra, provided a high ride and excellent handling. Yes, the chassis has a complex structure, and it is expensive to repair, but the reliability is at its best.
Honda Integra is mainly front-wheel drive, but there is also an all-wheel drive version, in the back of the DB9. In the body of the DB9, by default, the car is front-wheel drive, but if the front wheels slip, the rear ones are also included in the work. This all-wheel drive system is called DPS (Dual Oil Pump System).
This system was strikingly different from the viscous differentials that were installed on competitors of the Honda brand, the disadvantage of this system was that it worked late in the event of wheel slip.
Honda, the system is perfect, and devoid of such a drawback. The fact is that DPS is mechanical, it does not need software control, due to this, an accelerated reaction to connecting the rear wheels is achieved. If all 4 wheels are switched on faster, then the rear wheels are switched off faster, thus, less fuel is consumed.
The third generation, produced until 2001, and still in operation, the car remains one of the best front-wheel drive cars in the world.
Specifications
Basic (sedan)
Length:4520
Width:1695
Height:1420
Wheelbase: 2620m
Clearance:150
Fuel tank volume: 45 l
Weight: 1060 kg
Basic (coupe)
Length:4380
Width:1695
Height:1390
Wheelbase: 2570m
Ground clearance:150mm
Fuel tank volume: 45 l
Weight: 1060-1160 kg
(dimensions in mm)
Fourth generation, 2001-2006
In 2001, Honda produced the fourth generation Honda Integra. The image of a sports car was fixed behind the previous model, and the 4th generation was produced only in a coupe body.
Honda Integra has changed beyond recognition, there is not a single resemblance to the previous generation. The car, drawn from scratch, both outside and inside, and this swift appearance is still relevant.
The body is marked DC5, the car was produced in a coupe body, and the equipment is not “vegetable”, Type S with 160 strong heart and Type R with the same engine, boosted to 220 horsepower.
The motors, like the car, were new, this is the K20A, the engine, unlike the rest of the series, worked according to general standards, clockwise, this is a chain unit. Also, the unit has good torque on the “bottoms”.
The Honda Integra engine acquired an updated VTEC system, this system became intelligent and was called "!-VTEC", this system regulated the valve timing for low fuel consumption. And most importantly, the K20A with an updated VTEC system helped to get a lot of torque at low revs, like a volumetric one, and at high behave like a sports high-revving engine. 
