d16dcoe45

Hey guys--I am building an A/M car--but I usually get intelligent responses here in the F/I forum. I am putting back together my 90 d16a6 Si non-vtec and I need a d16 crank. I am kind of in a hurry to start assembling this thing--so I found a 2000 d16y7 crank from (I believe) a civic dx--in great shape (good price too) Now I know the journal sizes are the same on the d16a6 crank and the d16y7 crank (and all d16 cranks for that matter)--Is there any thing else I need to know about fitment--I mean assuming the journal sizes are the same (99.9% sure they are) The crank should just drop in--correct? Any help would be greatly appreciated, thanks alot, Jay.

d16dcoe45

I would prefer a 88-91 civic/crx si (1.6) crank, but they are getting old (high mileage) and harder to find. So a newer crank with less miles is great--I just want to make sure everything works the same as the older a6 crank...

ComputerJLT

all the d16 cranks are interchangeable

i know from first hand experience

z6 crank in my z6; y8 crank in my z6 y7 crank being the same as a y8 etc etc etc; they're all interchangeable

d16dcoe45

Thank man--that is what I figured just wanted to make sure. One more thing--I have heard that the 88-91 d16a6 cranks are somehow "better"-(better oiling holes?)--is that true? Have you heard anything like that?

Jim Truett

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by d16dcoe45 &raquo;</TD></TR><TR><TD CLASS="quote">I have heard that the 88-91 d16a6 cranks are somehow "better"-(better oiling holes?)--is that true? Have you heard anything like that? </TD></TR></TABLE>

Some of the ones I have seen have more of a chamfer around the oil passages, but any good machine shop can chamfer the Y7 crank properly.

d16dcoe45

Hey man--are you using a d17 crank (94.4) in your d16z6 like it says in your sig? I hear it requires a bit a machining to fit, how did it work out?

Jim Truett

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by d16dcoe45 &raquo;</TD></TR><TR><TD CLASS="quote">Hey man--are you using a d17 crank (94.4) in your d16z6 like it says in your sig? I hear it requires a bit a machining to fit, how did it work out? </TD></TR></TABLE>

Yep, D17A2 crank/rods/pistons. To put it in an A6 or Z6 block you need to notch the block for the rod swing. I used ARP rod bolts so the main girdle needed to be notched for clearance. The D17 oil pump bolts right on, and a modified Y8 main seal flange is on the rear. I used a modified Y8 aluminum oil pan. The crank pulley also needed to be opened up to 28mm to slip over the crank snout.

The low end torque is really impressive, even with my 12# flywheel. It was well worth it since it is my daily driver, and the torque has made it much more fun (coming from a boosted D15B).

ComputerJLT

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ComputerJLT &raquo;</TD></TR><TR><TD CLASS="quote">all the d16 cranks are interchangeable

i know from first hand experience

z6 crank in my z6; y8 crank in my z6 y7 crank being the same as a y8 etc etc etc; they're all interchangeable</TD></TR></TABLE>

they look the same to me; i have a z6 and a6 crank sitting in my shop floor and they look exactly the same; i'd have to really go over them to see i guess; and i could find my friends obd2 crank and check it out

d16dcoe45

So there isn't any advantage to using an a6 crank? If that is true, than that is a plus--considering how old and the mileage a6 cranks have at this point!

Jim Truett

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by d16dcoe45 &raquo;</TD></TR><TR><TD CLASS="quote">So there isn't any advantage to using an a6 crank? If that is true, than that is a plus--considering how old and the mileage a6 cranks have at this point!</TD></TR></TABLE>

No, there is really no advantage. I wouldn't worry about mileage anyway, unless the crank has heavy varnish on it from lack of proper servicing. Honda's metallurgy is second to none. I pulled a crank from an engine with 295,xxx miles on it, and it only had .0002" journal wear.