We wish.

For GDs at least, if we L13A3 i-DSI guys were to swap the head for one from an L15A1, we'd have to get a custom ECU. I'd imagine the programming would be pretty different moving from 8 valves/two spark plugs per cylinder to 16 valves/one spark plug per cylinder. Nobody's tried that yet, not here anyway.

Even if it were possible, it might also be cost-prohibitive...going the boost route is pretty much the best option in terms of bang for buck for a nation with low purchasing power.

Now in terms of GEs...the limiting factor here has been the transmission. Not a single GE8 was sold here with a manual gearbox...except perhaps for the limited-run model from Japan that came out in 2011-12, after Honda's Thailand factory went under and took with it the Philippines' allocation of Hondas. People here are reluctant to grenade their GE8 slushboxes with turbos or serious power-adders, so all the turbo efforts went to the L13Z1-powered GE6s.

A friend of mine was one of the few who piloted the HKS turbo kit install for GE6 Fits.

I agree, this is a pretty stark observation among people my age (I'm 29).

 

ITEM9's Build Thread: JR Supercharged PWP EX 6MT - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums


Interesting work here..........GE8 cylinder head work

 

Well, I have to say the exhaust side doesn't look too restrictive at all. Very smooth, and more open than I expected.

I actually already port matched my lower intake manifold to the cylinder head and the same with the upper intake to the lower. I then port matched the the upper intake to the throttle body, and did a little work to the throttle body as well. Seemed to have turned out really well.

I'll probably look into doing some work on the exhaust side when I start to get the turbo installed. That wont be until the summer at the earliest tho.

 

The OP from the CRZ Forum thread posted this up today:
Where do folks come up with this arbitrary boost pressure goal? 1.5L fed 25-26psi boost on a T25 flanged GT2554 (28lb/min) or an MHI TD05H-16G (~45lb/min) is not the same as 25-26psi boost on a T4 GT4088R (70lb/min).

You can't just say X engine at Y boost will make Z power without including any specifics.. like what turbo for instance lol

At best that sort of statement is what you would use as an introductory explanation to the subject.

Sure if you know what your VE will be, what turbine/compressor combo you are using and your redline to determine engine demand flow you can plot what PR you need to run to reach your massflow requirements.. but the guys making 280-300whp on the T3 footprint turbos I've picked for them are hitting those numbers in the high teens - low 20s. Most of whom are using a stock redline too.

Stretching it out from 6600 to 7500 makes hitting a whp goal even easier lol


To make those flow numbers even on a GE head and cam you should not need that much boost if you have enough compressor behind it.

If you are running an undersized turbo for spool purposes and you need that much boost to make your massflow, you will definitely not be able to even consider mid grade and 87 would be retarded to say the least.

One of my pump gas turbo motors is 7.8:1 CR and even on an efficient low drive pressure big compressor setup you would be a fool to try and run 87 and attempt even single digit boost.

 

Im in works to have my IM switched out to a CRZ IM. The CRZ IM doesnt have the chamber on it, and helps with higher rpm power. The Z guys switch out for more midrange because of the IMA battery to our IM.

I hadnt planned on modding the motor, but this Z IM with a 2.5 intake and velocity stack will open it up nicely, good response (2.5 pipe) and nice higher rpm flow (IM and v stack). Ive run something like this before and had a screen in the V stack to act as a filter of sorts, loved it!

 

All this is specious reasoning at best.

Nobody has a dyno of the CRZ IM back to back with the GE8 IM.

And you have the GE8's nanny ECU.

 

Yep, I want to see proof.

I find it odd that the CRZ intake would give more power at higher RPM's when the limiter is set 400 rpm lower than the GE8's. Seems like that manifold would be designed to give more power at a lower RPM.. No?

 

iirc the above graphs are with other mods (intake, etc) and before their Flashpro came out, I could be mistaken, but that's what I recall reading over there. Read this thread for more info ---> The FIT Manifold Transplant - Page 23 - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums


I've been following the CR-Z forums for a little while now, especially their performance mods, if I'm not mistaken there's mixed opinions regarding the GE8 MI swap... our GE8 mani is supposed to have more volume than theirs. Quite a few aren't even doing it cause JR released their Supercharger kit.

Not to mention the CR-Z is marketed as a Sports Hybrid, where as our Fit is a grocery getting-econobox.
So their aftermarket is enourmous compared to ours... however, they sales are dismal compared to Fit sales.
Also they have the same problems with owners committing to mods.. Bisimoto was going to do a bolt-on turbo (before Flashpro even came out for them) ---> Bisimoto Turbo Kit - $5,050 - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums At $5,050 they couldn't find 10 owners to commit and put deposits down, and that project ended there.

Anyone remember this ---> Bisimoto's quest for a 500+hp, eco-friendly CRZ! - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums
Or the Mugen Supercharged CR-Z --> Mugen’s Latest Honda CR-Z Adds Supercharger, Offers 197 Horsepower - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums
The 2013 CR-Z adds an "S+" button which is for short bursts of a type of "electronic boost" if you can call it that... combine that with Mugen's supercharger and you get this ---> 2013 Honda CR-Z RZ Mugen gets Supercharged - Honda CRZ Forum: Honda CR-Z Hybrid Car Forums

Not to mention HKS, Top Secret, and a few others are selling or are in the process of marketing an aftermarket Turbo... needless to say since Hondata released the CR-Z Flashpro, aftermarket support for performance mods on the CR-Z is quite extensive...

I still have hope that this little econobox of ours once it gets old enough, and used people will start modding it like they did the Civic hatches back in the days.

 

Hmm, after having seen that dyno graph... I don't feel to bad about my own

 

They do actually have a back to back dyno IIRC on that link I posted...or one linked from it. Either way. Were not talking massive gains lol.

As for the ROFL......well I guess your right. More and more I read the ECM is a bit of a nanny.

 

I have a GReddy Emanage Ultimate FS if you want to try to de nanny it some

 

Guy who built this.

I dont how accurate it is to this day, but still.

He tuned a buddies J swap coupe...and pretty much everyone else around here. Might take you up on that and have him have a wack at it. I can do some tuning, but this cat knows his stuff.

 

There is no back to back test with a CRZ stock or modified, where the only change was the GE8 intake vs the CRZ intake currently.

 

The demographic the Civic had is gone, and the GE atleast is many years off from that point.

Who in their right mind would pay 5k for a tiny ass turbo on their CRZ?

It's going to have to age a bit before you see the sort of widespread tuning and risk taking the Civics/DSMs/Fox Bodies have going on now.

The GD is starting to get there, but the GD has many advantages in that regard over the GE.

If you want performance for your GE, I can design you a system and it sure as hell will not cost $5k for only 171whp out of a 1.5L, that is a fucking joke.

There's just this feeling I get that Bi$i and Co. count on their customers being completely clueless.

 

http://www.crzforum.com/forum/engine...tml#post142719

All solid lines are after manifold swap.....only mod according to that OP was IM.

 

If its true, thats not bad. What's the going rate for the GE manifold? lol

Does the LEA1 ECU dial things back as bad as the L15A7?

 

That's exactly what I'm foreseeing too. Once these cars get a little older, I see the Fit almost being like the old Civics, CR-X's & RSX/Integra's (up to a point) wrt to mods. Just look at all the Fits on the road... at some point a lot of them will be up for sale at used car prices, and I think people will start buying them up for builds. I'm in no rush, plan on keeping my GE8 for the long haul, but would like another car... possibly a CR-Z.

Hehehehe.. well a lot of consumers just want a simple bolt on option, instead of the custom fab.. I agree the prices are ridiculous for such relatively small gains, but it's the easy factor that sells it (I believe). Heck the JR Supercharger kit and the HKS Turbo kit are at that 5k mark as well...

Trust me I already have you in mind when that stage of my build comes to fruition, I'm just not starting threads & posting and such about it until I've done as much research as I can, and am ready for that stage/upgrade.



Yeah the link bonylad just linked to the Intake Manifold was the only mod done on that.

DSM, from what I've read over at the CR-Z forums, the LEA ECU does also dial back any gains just like ours... just not sure of the extent of it.

 

by the time the ge8 goes old, and since all we can do is predict and anticipate... most ecno-boxes adopt turbo

 

First, it's not arbitrary, it's calculated on a pretty comprehensive spreadsheet that I've built over the years, which I do not share...

Second, I'm using a Rotrex, not a turbo. I need to make more boost to overcome the power demand of the supercharger to hit those power numbers. At 7500 RPM and at a pressure ratio of 2.65, I'm calculating that the Rotrex consumes about 50 hp...

I can say whatever I want or not say whatever I want. It's my build thread, not a classroom. People following my build know my specifics... Not sure how you missed the Rotrex part though, it pretty clear in my signature...

That's what it is. I'm not giving a whole lecture in my build thread...

The Rotrex makes more boost as you rev, so by increasing the redline, you can increase the boost without going to a smaller pulley, although I might still have to down go down to a 105mm from my 110mm, to hit 24-25 psi at 7500 RPM.

When I talked to Jackson Racing they recommended HIGH compression pistons and balked when I said that I had already got 8.7:1 CR pistons. Since the Rotrex boosts with RPM, there is no mid-RPM punch like a turbo has, which is where you are most likely to encounter the highest cylinder pressures. This is where the low compression is needed for a turbo. Since the Rotrex boosts so late, the engine does not experience those same cylinder pressures that a turbo-engine experiences in it's mid range. I had a hard time believing them, but they have people racing HARD on high-boost high-compression setups. So upon hearing that, I figured since I was way down from their recommendation, I might still try the pistons anyways and experiment with lower octane fuel. It is an economy car after all...

It sounds like you never even tried it though, so how do you actually know?

Anyways, that was awhile ago. I'm no longer interested in experimenting with lower octane fuel since I also got my self a set of higher CR pistons to try with the Rotrex. I might try a turbo build up on my spare motor and use the 8.7:1 pistons for that when the time comes...

 

I'm a new owner of a used 2013 Fit Sport Automatic in the U.S.A.. Do I have the L15A7 engine? I think that the L15A7 first appeared in MY 2009, but I'm kinda confused between it and the L15A1. Thank you.