The 4Z engine family, heads and blocks.
Posted: Fri Sep 23, 2005 5:44 am
Ive got all the 4Z heads and blocks etc here to compare. 1.8L 4ZB1 x2, 2L 4ZC1, 4ZC1-T x2, 2.3L 4ZD1 x2 and 2.6L 4ZE1 x3. Ten motors in total. lol.
They are found in these Vehicles below.
1.8L WFR Holden Shuttle bus, Pre 86.
2L WFR Holden Shuttle bus, 86 on.
2L Turbo Holden Piazza, 86-87
2.3L KB29 Holden Rodeo, 85-87
2.3L UBS Holden Jackaroo, 86-87
2.6L UBS Holden Jackaroo, 88-Dont know when
2.6L TF R6 & R7 i think Holden Rodeo, 88-97
Blocks
They all have the same bolt patterns for the head, manifolds, water pump and sump.
They share the same seals and gaskets etc.
They all have the same crank journal sizes for the bearings.
The 2.3L and 2.6L motors have larger diameter piston pins than the 1.8L and 2L.
Each engine has its own water pump, different bolt patterns for the fan on the shaft and overall lengths.
The timing belts are also different, the 1.8L and the 2L share the same belt and the 2.3L and 2.6L have their own belts. The tooth pitch on the 1.8L-2.3L motors are the same as are the tooth counts on the pulleys the 2.3L belt is longer and has more teeth. The 2.6l motor has a different tooth pitch and hence different pulleys.
The 2.6L has a bigger hole in the front of the block for the water pump and a thiner gasket but the same bolt pattern as the others.
The 1.8L and 2L motors have a shorter deck height due to a shorter stroke.
Theres a few external casting lugs that are different on the blocks, one ive found is on the 1.8L block theres no lug on the passenger side to bolt the steel tube to for the heater hose. The shuttle runs the hose forward of the motor. I havent checked this on the 2L bus block but the 2.3L and the 2.6L have it.
Head
The B1 head is one all on its own because of the distributor hole. You could use it on a carby motor and use the B1 distributor, or possibly get the distributor hole bored out to the right size or swap the distributor internals as the shaft etc is the same length as the Piazza dizzy, provided the internals of the housing are the same. The Piazza runs a different vac/boost pot so i doubt it. Have a look in this part of the forum in another thread, i posted up in there what i know so far about dizzys. Same ports as below, cc of chamber unknow as is valve size, i have two of these heads here, one is in duty on my ute and the other is soon to be removed from a motor pending the results of a compression test. I am definately going to look at the boring of the dizzy hole as 1.8L busses are cheap and usualy full of rust.
2.3L and both 2L heads are the same. The only thing is the hole for the fuel pump pushrod in the 2.3L head. Same valves and same ports. The only possible difference is the cc of the combustion chamber but i couldnt see them doing this. The Shuttle and Piazza head has 4ZC1/s cast on the rear and the 2.3L head has 4ZC1/D1 cast on it. Who knows what it was fitted to what in other parts of the world. Its possible that the 2.3L head was fitted to 2L motors that were fitted to something that ran a mechanical fuel pump in other countries. The early 2.3L head was crack prone. Under the cam in the centre of the head is a good spot for a crack.
The EFi 2.6L head has bigger valves and bigger ports. The valves appear to be only 1mm or so bigger, the ports are 2mm bigger in the exhaust and 4-5mm bigger in the inlet. I am told the combustion chamber is larger, it looks bigger but as to how many cc im not sure. I was told by Micheal (slug on HGOL) that if i put the 4ZE1 head on a smaller motor i would end up with a comp ratio of about 7:1 and i would be lucky if it would start. Because the ports are bigger in this motor the runners in the manifold are bigger than the Piazza ones too.
*An important not to anyone looking to do a conversion with one of these motors. The Hi-Torque motor was introduced, its engine management allthough still I-Tec is different than the earlier setups. One thing to look for is the complete setup from the donor vehicle. The ECU circutry varied from year to year even with the earlier motors. There are two different pin out arrangments the early one had two plugs into the ECU and the latter has three. Just because the plugs are the same doesnt mean the ECU will run your motor.
The 2L-2.6L heads all have the same hole in the head for the distributor so the crank angle sensor distributor from the 4ZE1 can be fitted to the other motors. But you need a computer to run it. Its something id like to toy with, the 2.6l efi on a smaller non turbo motor but time is money. And i dont know stuff all about efi. I do know its expensive and 2.6l rodeo stuff is gold plated at the wreckers.
All the 4Z heads run matched pedestals for the rocker shafts that sit over the cam and make a cam tunnel. These belong to the head. Dont buy a head without the rocker gear, the head is the bearing and the pedestals off another motor can be out of alignment by a long way.
In a nut shell thats about it. There is one other motor the 1.6L 4ZA1. It was fitted to rodeos etc in Africa and the like, but i highly doubt we will ever see one of them. These motors have smaller rod bolts.
If im wrong or i missed something let me know.
Cheers. Bob.
They are found in these Vehicles below.
1.8L WFR Holden Shuttle bus, Pre 86.
2L WFR Holden Shuttle bus, 86 on.
2L Turbo Holden Piazza, 86-87
2.3L KB29 Holden Rodeo, 85-87
2.3L UBS Holden Jackaroo, 86-87
2.6L UBS Holden Jackaroo, 88-Dont know when
2.6L TF R6 & R7 i think Holden Rodeo, 88-97
Blocks
They all have the same bolt patterns for the head, manifolds, water pump and sump.
They share the same seals and gaskets etc.
They all have the same crank journal sizes for the bearings.
The 2.3L and 2.6L motors have larger diameter piston pins than the 1.8L and 2L.
Each engine has its own water pump, different bolt patterns for the fan on the shaft and overall lengths.
The timing belts are also different, the 1.8L and the 2L share the same belt and the 2.3L and 2.6L have their own belts. The tooth pitch on the 1.8L-2.3L motors are the same as are the tooth counts on the pulleys the 2.3L belt is longer and has more teeth. The 2.6l motor has a different tooth pitch and hence different pulleys.
The 2.6L has a bigger hole in the front of the block for the water pump and a thiner gasket but the same bolt pattern as the others.
The 1.8L and 2L motors have a shorter deck height due to a shorter stroke.
Theres a few external casting lugs that are different on the blocks, one ive found is on the 1.8L block theres no lug on the passenger side to bolt the steel tube to for the heater hose. The shuttle runs the hose forward of the motor. I havent checked this on the 2L bus block but the 2.3L and the 2.6L have it.
Head
The B1 head is one all on its own because of the distributor hole. You could use it on a carby motor and use the B1 distributor, or possibly get the distributor hole bored out to the right size or swap the distributor internals as the shaft etc is the same length as the Piazza dizzy, provided the internals of the housing are the same. The Piazza runs a different vac/boost pot so i doubt it. Have a look in this part of the forum in another thread, i posted up in there what i know so far about dizzys. Same ports as below, cc of chamber unknow as is valve size, i have two of these heads here, one is in duty on my ute and the other is soon to be removed from a motor pending the results of a compression test. I am definately going to look at the boring of the dizzy hole as 1.8L busses are cheap and usualy full of rust.
2.3L and both 2L heads are the same. The only thing is the hole for the fuel pump pushrod in the 2.3L head. Same valves and same ports. The only possible difference is the cc of the combustion chamber but i couldnt see them doing this. The Shuttle and Piazza head has 4ZC1/s cast on the rear and the 2.3L head has 4ZC1/D1 cast on it. Who knows what it was fitted to what in other parts of the world. Its possible that the 2.3L head was fitted to 2L motors that were fitted to something that ran a mechanical fuel pump in other countries. The early 2.3L head was crack prone. Under the cam in the centre of the head is a good spot for a crack.
The EFi 2.6L head has bigger valves and bigger ports. The valves appear to be only 1mm or so bigger, the ports are 2mm bigger in the exhaust and 4-5mm bigger in the inlet. I am told the combustion chamber is larger, it looks bigger but as to how many cc im not sure. I was told by Micheal (slug on HGOL) that if i put the 4ZE1 head on a smaller motor i would end up with a comp ratio of about 7:1 and i would be lucky if it would start. Because the ports are bigger in this motor the runners in the manifold are bigger than the Piazza ones too.
*An important not to anyone looking to do a conversion with one of these motors. The Hi-Torque motor was introduced, its engine management allthough still I-Tec is different than the earlier setups. One thing to look for is the complete setup from the donor vehicle. The ECU circutry varied from year to year even with the earlier motors. There are two different pin out arrangments the early one had two plugs into the ECU and the latter has three. Just because the plugs are the same doesnt mean the ECU will run your motor.
The 2L-2.6L heads all have the same hole in the head for the distributor so the crank angle sensor distributor from the 4ZE1 can be fitted to the other motors. But you need a computer to run it. Its something id like to toy with, the 2.6l efi on a smaller non turbo motor but time is money. And i dont know stuff all about efi. I do know its expensive and 2.6l rodeo stuff is gold plated at the wreckers.
All the 4Z heads run matched pedestals for the rocker shafts that sit over the cam and make a cam tunnel. These belong to the head. Dont buy a head without the rocker gear, the head is the bearing and the pedestals off another motor can be out of alignment by a long way.
In a nut shell thats about it. There is one other motor the 1.6L 4ZA1. It was fitted to rodeos etc in Africa and the like, but i highly doubt we will ever see one of them. These motors have smaller rod bolts.
If im wrong or i missed something let me know.
Cheers. Bob.