The biggest thing holding the L15 in the GD is engine management. there are stock engines with a kpro picking up 10-15 hp. A built turbo L series will be able to put down 250-260 easily.

 

Dont even need the L15 to be built. with a good tune, you can hit 250 with no worries, as long as you are not womping all over the rev limiter all day.

People on my D series websites always said 200whp was the limit on the old D16s, but I put down 320whp in the crx, and I had a pretty heavy foot and a bad attitude on the road against people who made fun of hondas. Very cheap and reliable low 11 second car.

 

at around 150whp you will start to have fuel issues on the stock system.

at 160-170whp the stock clutch will be having issues.

GD Rods will not survive any real prolonged exposure to 10psi or more.

BUT, Wiseco makes some standard bore lower (slightly) CR pistons and K1 makes some affordable rods with ARP bolts. Pop those in with some RDX 410cc injectors, a SPEC or Clutch masters disc and ideally an LSD.... and you shall have quite a fun little Fit

 

PSI is NOT a direct relation to power.

10psi out of a sleeve bearing T25 is totally different then 10psi out of a Holset HY35 ball bearing

As in, over 100hp difference.

The factory clutches on hondas over the years has surprised people.

I do not know anything about GD clutches, but someone on here claims the GE clutch is Kevlar, and if that is true, it will last plenty long once you kill that darn clutch delay valve. Easy for us GE guys, we just go buy a 01-05 civic master for under $40 and have a 99.7% drop in. Just gotta bend the hardline slightly.

As for fueling, someone on here did a writeup on using the Evo X fuel pump. Those Evo guys pushed their X pumps over 450whp daily. Straight drop in for us.


I would highly recommend a fuel return setup if you decide to really push some numbers out of the fit.

 

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it looks great

 

Via CocoWheat. First K GE in the U.S?