Hello All, As you can see in my sig below, I've got a 1990 Corvette with the first generation small-block Chevy 350 in it. I'm the third owner of the car and I can tell you that it has seen nothing but M1 5w30 since it came off the assembly line in late '89, at least up until I owned it. Chevy guys hate it, Ford guys tend to go both ways, and it has made for tons of flame wars. The last pushrod engine made by Ford was the 3.0 V6 that came out in 1986 for the Taurus, the Modular V8 didn't drop onto the market until 1991.

In car tuning culture, an engine swap is the process of removing a car's original engine and replacing it with another. This may be a like-for-like replacement, or to install a non-factory specification engine.

Typically an engine swap is performed for performance, swapping-in a more powerful engine; however, an engine swap may also be performed for maintenance, where older engines may have a shortage of spare parts, and so a modern replacement may be more easily and cheaply maintained.

Swapping the engine may have negative implications on the cars safety, performance, handling, and reliability. For example, the new engine's different weight balance over the axles and the overall weight of the car can adversely affect the vehicle dynamics. Existing brakes, transmission and suspension components may be inadequate to handle the increased weight and/or power of the new engine with either upgrades being required or premature wear and failure being likely.Insurance companies may charge more or even refuse to insure a vehicle that has been fitted with a different engine to its initial configuration.

Types of engine swap[edit]

Swapping to a diesel engine for improved fuel economy is a long established practice, with modern high-efficiency diesel engines this does not necessarily mean a reduction in performance associated with older-version diesel engine swaps. For the particular application of off-road vehicles the high torque at low speed of turbo diesels (combined with good fuel economy) makes these conversions particularly effective. However, older non-electronic fuel injection diesels were well known for their reliability, especially in wet conditions.

An engine swap can either be to another engine intended to work in the car by the manufacturer, or one totally different. The former is much simpler than the latter. Fitting an engine into a car that was never intended to accept it may require much work and money; modifying the car to fit the engine, modifying the engine to fit the car, and building custom engine mounts and transmission bellhousing adaptors to interface them along with a custom built driveshaft. Some small businesses build conversion kits for engine swaps, such as the Fiat Twin cam into a Morris Minor or similar.

A common anecdote^{[citation needed]} among tuners in the United States is that the easiest way to make a car faster is to drop in a more powerful engine, such as the General Motors small block engine as used in the Corvette. The Chevrolet Vega (and its Astre, Monza, and Skyhawk sisters) is a candidate for a small block swap; some have also seen big blocks, also. Chevrolet engines have been used in such cars as Toyota Supras, BMWs, RX-7s, Mazda Miatas, Jaguar sedans, Datsun 240s, 260s, and 280Zs, Corvairs, and others.

In the Honda world, engine swaps include the Civic Si (B16A), The Civic Type R (B16B), Integra GSR (B18C), and the Integra Type R (B18C5) engines. More recently, swapping larger displacement Honda engines (such as the J-series V6) has become more popular. Swapping any of these motors into a lightweight 88-00 Honda Civic chassis can achieve greater performance.^{[citation needed]}

Chrysler made many turbocharged vehicles in the 1980s, and these engines share much in common with the mass-produced naturally aspirated vehicles. It is quite common^{[citation needed]} to obtain an engine from a vehicle such as a Dodge Daytona and swap it into a Dodge Aries. The Mopar Performance arm even offered a kit to upgrade the Dodge Daytona to rear wheel drive with a Mopar V8.

Engine swaps are also somewhat common within the Volkswagen tuning scene, often placing Type 2 (Bus), Type 3, and Type 4 (Squareback) engines in the Type 1 (Beetle). Water-cooled engines, such as the GTI 16-valve four, VR6, or 1.8 T are commonly swapped into the Mark II GTI, Jetta, and Corrado. Less common is the swap into a Mark 1 Golf or Cabriolet, giving an amazing power-to-weight ratio, even with minimally modified powerplants. Porsche engines are also very popular one of the most popular is to take the engine from a Porsche 911 super 1600. Vintage VW's also take very well to the Subaru EJ 'flat four' engine, which also has a factory turbo-charged variant.

In jurisdictions such as California, with strict, arbitrary smog rules, it may not be possible to register a late-model vehicle with an engine swap, even if it can be proven to produce less pollution than the original engine (owing to 'visual inspection' rules). Geometric tolerance dialog box autocad for mac.

In the Super GT racing series, engine swaps can be considered a way of life for the upper tier GT500 cars, most of which are provided with specially modified racing engines from the manufacturers. GT500 class rules themselves allow for any engine to be swapped into a car as long as it is from the same manufacturer. Notable examples include Toyota swapping in highly tuned 4-cylinder engines originally from the Toyota Celica into their Toyota Supra GT500 race cars.

British sports cars (such as MGs and Triumphs) from the late 1960s and early 1970s were attractive and light-weight cars that had excellent suspensions. However, they were known for troublesome electrical systems, modest power levels and a certain amount of unreliability. It is popular^{[citation needed]} to take one of these small classic sports cars and add a more powerful engine. The all-aluminum 215 cu in (3,520 cc) Buick and Oldsmobile V8 engines are a traditional choice for these cars. Swapping the stock MGB all-iron 1.8L 4-cylinder engine and 4-speed transmission for a Buick 215 V8 and a modern 5-speed transmission actually improves both cornering and acceleration because it reduces the overall weight of the car by about 40 lb (18 kg). Power is approximately doubled. Derivatives of that classic General Motors engine, the 3.5L, 3.9L, and 4.2L Rover V8s are also frequently used. (The original Buick / Oldsmobile, the Rover, and the related Morgan-licensed V8, are simple bolt-ins.^[1])

Although the more recent 'narrow-angle' sixty-degree Ford and GM V6 engines are more compact than the Rover/Buick and Ford V8's, (notably the Chevy 3.4L 'L32'), they usually do not equal the power-to-weight ratio of the popular 90-degree V8's frequently swapped into smaller cars. These V6's can, however, be very cost effective and easier to fit into a variety of car bodies.

The cast-iron block Ford 302 (5.0L) V8 in particular results in spectacular power-to-weight ratios for straight-line acceleration. If the Ford 302 is fitted with aluminium heads, intake, and water pump, the resulting engine only adds about 40 lb (18 kg) to the front of an MGB, and is substantially more powerful and lighter-weight than the iron-block six-cylinder found in an MGC or TR6. An aluminium 302 performance block is available that weighs 60 lb (27 kg) less than the common iron version, and can be found in displacements of 331 and 347 ci, but those are significantly more expensive than using the common 302 internals.

The Nissan SR20DET is an all-aluminium fuel-injected DOHC turbocharged 4-cylinder. This compact engine, along with the very compact, light, and powerful Mazda 13B rotary engine, have both been transplanted into too many different cars to assemble a complete list.

Common engine swaps[edit]

Note: These are the most common examples and are not an exhaustive list, just a representative cross section.

See also[edit]

References[edit]

1. ^Moreover, in the mid-1980s, hot rodders discovered the 215 could be stretched to as much as 5 l (305 cu in), using the Buick 300 crankshaft, new cylinder sleeves, and an assortment of non-Buick parts. It could also be fitted with high-compression cylinder heads from the Morgan+8. Using the 5 liter Rover block and crankshaft, a maximum displacement of 5,208 cc (317.8 cu in) is possible. Davis, Marlan. 'Affordable Aluminum V8's [sic]', in Hot Rod Magazine, March 1985, pp.84-9 & 121.
2. ^http://www.lancerproject.ca
3. ^'BigMike, Company Profile'. Marlin Crawler. 2008-07-29. Retrieved 2010-11-20.

Further reading[edit]

• The British V8 Newsletter.
• Volks-Swap - VW engine conversion message board
• Engine Swap Depot - Engine swap blog
• VW air-cooled to water-cooled conversions - Engine swap Forum
• Engine Swap Tech - Engine swap forum
• [1] - L67 engine swap page for various vehicles
• Toyota 3RZ-FE Swap and Knowledge - Toyota 3RZ-FE Swap and Knowledge
• Honda Swap Combinations - Definitive Honda Engine Swap Guide
• 2JZGTE Wiring - Guide to Wiring your 2JZGTE
• Nissan 240SX JDM RB25DET Swap Guide - Swap a Skyline Engine into your Nissan
• VTEC Honda Swap Guide - Wire VTEC into your Honda Swap
• 240SX 2JZGTE Swap Guide - Swap a Supra engine into your 240SX

CVCC is a trademark by the Honda Motor Company for an engine with reduced automotive emissions, which stood for 'Compound Vortex Controlled Combustion'.^[1] The first mention of Honda developed CVCC technology was done by Mr. Soichiro Honda February 12, 1971, at the Federation of Economic Organizations Hall in Otemachi, Chiyoda-ku, Tokyo.^[2] Honda's engineers at the time, Mr. Date conferred with Mr. Yagi and Mr. Nakagawa about the possibility of creating lean combustion via a prechamber, which some diesel engines utilized.^[3] The first engine to be installed with the CVCC approach for testing was a single-cylinder, 300 cc version of Honda's EA engine installed in a modified Honda N600 hatchback in January 1970.^[3] This technology allowed Honda's cars to meet Japanese and United Statesemission standards in the 1970s without a catalytic converter. A type of stratified charge engine, it first appeared on the 1975 ED1 engine. As emission laws advanced and required more stringent admissible levels, Honda abandoned the CVCC method and introduced PGM-FI, or Programmed Fuel Injection on all Honda vehicles. Some vehicles in Japan had a combination of electronically controlled carburetors, called PGM-Carb on specific, transitional Honda D, E and ZC engines.

Toyota briefly used a similar technology in the mid-to-late seventies, called TTC-V. In 2007, the Honda CVCC technology was added to the Mechanical Engineering Heritage of Japan.

Construction and operation[edit]

Honda CVCC engines have normal inlet and exhaust valves, plus a small auxiliary inlet valve which provides a relatively rich air–fuel mixture to a volume near the spark plug. The remaining air–fuel charge, drawn into the cylinder through the main inlet valve, is leaner than normal. The volume near the spark plug is contained by a small perforated metal plate. Upon ignition flame fronts emerge from the perforations and ignite the remainder of the air–fuel charge. The remaining engine cycle is as per a standard four-stroke engine.

This combination of a rich mixture near the spark plug, and a lean mixture in the cylinder allowed stable running, yet complete combustion of fuel, thus reducing CO (carbon monoxide) and hydrocarbon emissions. This method allowed the engine to burn less fuel more efficiently without the use of an exhaust gas recirculation valve or a catalytic converter, although those methods were installed later to further improve emission reduction.

Advantages over previous stratified charge engines[edit]

Honda's big advancement with CVCC was that they were able to use carburetors and they did not rely on intake swirl. Previous versions of stratified charge engines needed costly fuel injection systems. Additionally, previous engines tried to increase the velocity and swirl of the intake charge in keeping the rich and lean mixtures separated. Honda was able to keep the charges adequately separated by combustion chamber shape.

Early design flaw[edit]

Some of the early CVCC engines had a problem with the auxiliary valves' retaining collars vibrating loose. Once unscrewed, engine oil would leak from the valvetrain into the pre-combustion chamber, causing a sudden loss of power and massive amounts of smoke to emanate from the exhaust pipe. The condition simulated a blown engine, even though the needed repair was quite simple. Honda eventually came up with a fix involving metal retaining rings that slipped over the collars and prevented them from backing out of their threads.

CVCC-II[edit]

The 1983 Honda Prelude (the first year of the second generation of Preludes) used a CVCC design and a catalytic converter to reduce emissions, called CVCC-II, along with two separate sidedraft carburettors (instead of a single, progressive twin-choke carburettor). The following year a standard cylinder head design was used and the center carburettor (providing the rich mixture) was dropped. The Honda City AA, introduced in November 1981, also used a CVCC-II engine called the ER.^[4]

List of CVCC equipped engines[edit]

ED[edit]

The ED series introduced the CVCC technology. This group displaced 1,487 cc (1.487 L; 90.7 cu in) and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 52 hp (39 kW) at 5000 rpm and 68 lb·ft (92 N·m) at 3000 rpm.

• ED1
  • 1975- Honda CivicCVCC
• ED2
  • 1975- Honda CivicWagon
• ED3
  • 1976-1979 Honda CivicCVCC
• ED4
  • 1976-1979 Honda CivicWagon

EF[edit]

The EF was an SOHC 12-valve (CVCC) engine, displacing 1.6 L (1598 cc). Output was 68 hp (51 kW) at 5000 rpm and 85 lb·ft (115 N·m) at 3000 rpm.

• 74 mm bore x 93 mm stroke
• Cast iron block & aluminum cylinder head
• Six port cylinder head (4 intake port / 2 exhaust ports)
• Valve order (IEEIIEEI)
• Three barrel Keihin carburettor (1976 had manual choke, 1977 & 1978 were automatic choke)
• Point type ignition

USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.^[5]

EJ[edit]

The EJ displaced 1,335 cc (1.3 L; 81.5 cu in) and was an SOHC 12-valve CVCC engine with a 3 barrel carburetor. 4 intake valves, 4 exhaust valves, and 4 auxiliary valves. Output was 68 hp (51 kW) at 5000 rpm and 77 lb·ft (104 N·m) at 3000 rpm.

• EJ1
  • 1980- Honda Civic, Honda Ballade, Triumph Acclaim
  • 1981-1983 Honda Civic CVCC

EK[edit]

The EK was an SOHC 12-valve (CVCC) engine, displacing 1.8 L (1,751 cc). Output varied (see below) as the engine itself was refined.

• 77 mm bore x 94 mm stroke
• Cast iron block & aluminum cylinder head
• Three barrel Keihin carburettor (all were automatic choke)
• Electronic ignition
• Oil cooler (or provision for this in the block)
• Cylinder head iterations:
  • Six port cylinder head (4 intake port / 2 exhaust ports) & IEEIIEEI valve order for 1979 & 1980 49 state
  • Eight Port cylinder head (4 intake port / 4 exhaust ports) & IEEIIEEI valve order for 1980 (California only) and 1981 (50 states)
  • Eight Port cylinder head (4 intake port / 4 exhaust ports) & EIEIIEIE valve order from 1982 to end of CVCC production (1985)
• Power: 6-port output was 72 hp (54 kW) at 4,500 rpm and 94 lb·ft (127 N·m) at 3,000 rpm, while the original 8-port head raised this to 75 hp (56 kW) at 4,500 rpm and 96 lb·ft (130 N·m) at 3,000 rpm. The revised 4-port (82 & later) had another slight horsepower increase.

USAGE:
1979-1983 Honda Accord CVCC (US market)
1979-1982 Honda Prelude CVCC (US market)
1981-1985 Honda Vigor (JDM)^[5]

EK9 is not related to the EK engine - EK9 is simply the chassis code for the 1997-2001 Honda Civic Type-R Hatchback.

EM[edit]

The EM displaced 1,487 cc (1.487 L; 90.7 cu in) and was an SOHC 12-valve CVCC engine. Early versions produced 52 hp (39 kW) at 5000 rpm and 68 lb·ft (92 Nm) at 3000 rpm, while later ones upped the output to 63 hp (47 kW) at 5000 rpm and 77 lb·ft (104 N·m) at 3000 rpm. All used a 3 barrel carburetor.

• EM1
  • 1980 Honda Civic, 52 hp (39 kW)
  • 1981-1983 Honda Civic, 63 hp (47 kW)

EP[edit]

The EP displaced 1,601 cc (1.601 L; 97.7 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 90 ps (66 kW) at 5500 rpm and 13.2 kg·m (129 N·m) at 3500 rpm.

EP

1980-1985 Honda Quintet / Quint (Japan)

1980-1981 Honda Accord

ER[edit]

The long-stroke, 12-valve CVCC-II for Japan and 8-valve for Europe and Asia ER four-cylinder engine was only used in the AA/VF/FA series City/Jazz (1981–86).^[4][6] It was available as a normally aspirated carburated version or with Honda's own PGM-FI fuel injection as one of a very few turbocharged engines built by Honda. The Japanese market CVCC engine was also known as COMBAX, an acronym of COMpact Blazing-combustion AXiom. The E-series were tuned for economy, with higher gearing and later on with computer-controlled variable lean burn. As of March 1985, the naturally aspirated ER engines gained composite conrods (a world first in a production car), lighter and stronger these helped further reduce fuel consumption.

The lower powered engines in the commercial 'Pro' series had a lower compression, a mechanically timed ignition rather than the breakerless setup found in the passenger cars, and a manual choke. Sai baba song video. The ER had five crankshaft bearings and the overhead camshaft was driven by a cogged belt.

Carburetor versions used either a single or 2bbl downdraft Keihin. The turbocharger in the Turbo and Turbo II was developed together with IHI, the Turbo II being equipped with an intercooler and a computer-controlled wastegate.^[4]

ER1-4 Honda City

ES[edit]

The ES displaced 1,829 cc (1.829 L; 111.6 cu in). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 100 hp (75 kW) at 5500 rpm and 104 lb·ft (141 N·m) at 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) at 5800 rpm and 99 lb·ft (134 N·m) at 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) at 5800 rpm and 108 lb·ft (146 N·m) at 2500 rpm.

• ES1
  • 1983-1984 Honda Prelude
• ES2
  • 1984-1985 Honda Accord
• ES3
  • 1985- Honda AccordSE-i
  • 1981-1985 Honda VigorVTL-i, VT-i, TT-i (Japan)

EV[edit]

The EV displaced 1,342 cc (1.3 L; 81.9 cu in) and was an SOHC 12-valve design. Three-barrel carburetors produced 60 hp (45 kW) at 5500 rpm and 73 lb·ft (99 N·m) at 3500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 80 PS (59 kW) at 6000 rpm and 11.3 kg⋅m (111 N⋅m) at 3500 rpm. It was available in all bodystyles of the third generation Honda Civic.^[10]

• EV1
  • 1983-1986 Honda Civic
  • 1983-1986 Honda CRX
• EV2
  • 1984-1990 Rover 213 (70 hp)

EW[edit]

The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing 1,488 cc (1.5 L; 90.8 cu in), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58 to 76 hp (43 to 57 kW) and 108 to 114 N⋅m (79.7 to 84.1 lb⋅ft). The fuel injected EW3 and EW4 produced 91 hp (68 kW) at 5,500 rpm and 126 N⋅m (92.9 lb⋅ft) at 4,500 rpm. The 'EW' name was replaced by the Honda D15 series, with the EW (1, 2, 3, 4, and 5) renamed to D15A (1, 2, 3, 4, and 5) in 1987. It also received a new engine stamp placement on the front of the engine like the 'modern D series' (1988+).

• EW1 (D15A2 in 1987)
  • 1984-1985 Honda Civic/CRX DX (unlabeled)
  • 1984-1986 Honda Civic
  • 1984-1986 Honda Shuttle
• EW2 (D15A3?)
  • 1984-1987 Honda Civic non-CVCC (CDM)
• EW3
  • 1985 Honda CRX Si non-CVCC
• EW4 (D15A4 in 1987)
  • 1985-1986 Honda CRX Si non-CVCC
  • 1986 Honda Civic Si non-CVCC
• EW5 (D15A5 in 1987)
  • similar to the EW1, but fuel injected 12 valve model with four axiliary valves. A third throttle plate in the throttle body supplied intake air to a fifth injector which powered the CVCC ports, The rated power is different between the Civic and the CR-X: the Civic makes 100 PS (74 kW) at 5800 rpm and 13.2 kg⋅m (95.5 lb⋅ft) torque at 4000 rpm, the CR-X made 110 PS (108 hp) at 5800 rpm and 13.8 kg⋅m (99.8 lb⋅ft) torque at 4500 rpm. Differences in power are largely down to a more efficient exhaust system on the CR-X as it used a factory cast iron 4-2-1 extractor through a catalytic converter further down the exhaust system and had twin exit tail pipes. The Civic had a short 4-1 design into the catalytic converter and a single pipe exit. There was a revised intake manifold for vehicles produced in 1986 and 1987. The EW5 was only available in Japan. It came in the following models: CR-X 1.5i, Civic 25i Hatchback, Ballade CRi Sedan.

EY[edit]

EY (1598 cc) 94 PS at 5800 rpm, 13.6 kg·m at 3500 rpm.

Engine manufacturer Honda Engine code EY Number of cylinders: Inline-four Capacity 1.6 litre1598 cc(97.516 cu in) Bore × Stroke 80 × 79.5 mm 3.15 × 3.13 in Bore/stroke ratio 1.01 Valve gear SOHC 3 valves per cylinder 12 Total valves

Used in 1983 Honda Accord 1600 E-AC (all trim levels)

References/Reading[edit]

1. ^'Honda Worldwide - History'. world.honda.com.
2. ^'Honda Worldwide - History'. world.honda.com.
3. ^ ^ab'Honda Worldwide - History'. world.honda.com.
4. ^ ^abcWorld Cars 1985. Pelham, NY: The Automobile Club of Italy/Herald Books. 1985. pp. 345–346. ISBN0-910714-17-7.
5. ^ ^abHow to Rebuild Your Honda Car Engine by Tom Wilson, copyright 1985, HP Books, ISBN0-89586-256-5
6. ^Koichi Inouye (1985). World Class Cars Volume 2: Honda, from S600 to City. Tokyo: Hoikusha. pp. 120–125. ISBN4-586-53302-1.
7. ^'Honda: Auto Lineup Archive'. Honda Motor Co., Ltd. Archived from the original on 2010-05-23.
8. ^Auto Katalog 1985. Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. 1984. pp. 236–237.
9. ^According to 'Honda City Turbo II' page in the Honda Auto Archive and Auto Katalog 1985, p 232. World Class Cars #2: Honda (p 121) lists compression as 7,4:1.
10. ^World Cars 1985, pp. 346–348

• Setright, L. J. K. (1975). Some Unusual Engines. London: Mechanical Engineering Publications Limited.