Fortunately the daughter spoke enough English to translate, and that was when we found out it wasn't starting currently. We drove two hours, got there, and met the Russian family that owned the car.
The electric drivers seat was busted, and both front seats were in bad shape. Rear disc brakes, pre-wired for VTEC (more on that coming later)Įthan picked up a 1996 Accord EX (the 96-97 models received a facelift and OBD2a is similar enough to OBD1 it doesn't complicate much) with 230k miles on it for 600$. He wanted a 4 door, and I suggested we hold out for an EX model. CD5 is a 4 door sedan model, CD7 is a 2 door coupe. Coupes and sedans are readily available, usually stock, and there's a surprising amount of factory 5 speed cars out there. So now that we know a little bit about the motor, lets talk about the CD chassis. The manifold and cylinder head were indicative of a 98-99 model, having "PGMFI" stamped on top of the intake manifold, which has a JDM H22A head, with a "stroked" block for the 2.3L displacement and 10.6:1 compression. I've read that according to dyno numbers gains from a header on a H22 are minimal but I'm expecting to get a bit from the Megan header we installed. I did notice however, that the exhaust manifold it came with was very thin and paled in comparison to even a stock H22 header. To the best of my knowledge there's not a whole lot of difference between the two motors, and I'm not sure which one we got. m) 5,300 rpm and comes with a "blue top".m) 5,300 rpm and comes with a "blue top".įound in the Japanese 1998-2002 Accord Wagon AWD (CL2).H23a Bluetop motor specs per wikipedia (take it for what you will)įound in the Japanese 1998-2002 Accord Wagon SiR (CH9). For this swap, the plan was always to run it OBD1 off of a P28 ECU. 02 from having done this personally.įor the H23a into a 93-97 accord it's not just about a motor and a car, in a lot of ways there's kind of a theory-crafting that goes into it.
The stock dissy isnt mod friendly.Īt one time, Marsh Motorsport in NZ were doing a conversion kit to fit CG13DE into a 1200 with a turbocharger.I've seen checklists for swaps like this but I thought I would give my. This will allow you to get back close to the firewall. Seal of the stock CG dissy drive and fit a good crank trigger system like the Electromotive one (if using carbs) or just make up a Hall trigger system if injecting and using an after market ECU.
Tig some alloy blocks on the bell housing for the remaining holes, redrill the block with new holes using an A series sandwich plate to locate bolt and dowel positions. The Micra CG13 in either turbo or supercharged form strips the gears in the stock box. The ET box is much stronger and has taller ratios than the stock box due to the diff ratio.
Mods included new engine mount holes being made up, box dowels relocated to match the engine and a modified starter motor with adaptor plate made up as the starter engages the opposite way to the micra engine.( pull in versus throw out pinion). The box was from an E15ET and had to be extensively modded. Heads will bolt on between CGA3 and CG13, but differ.įeral helped with an E-series gearbox adaptation to CG engine. Gearboxes for CGA3 are heavier duty than CA13
* Compare to CR14DE: 98 PS, no distributor. Uses non-distributor multi-coil ignition. ft 4000 rpm, from Nissan K11 March/Micra. It used a custom plate and custom flywheel to adapt to a T50 toyota box. There is a Datsun 1200 in the Clevedon/Papakura in NZ that has forged piston and a Motec engine controller and puts out 165 HP.