2L CRX Tech
Developing the CRVTEC in the CRX

Joe Locash

Text By: John Moeller


Joe's already told me he doesn't write articles, so I'll be happy to write them for him. :)

Joe's CRX has been awaiting his low budget b20 buildup for a few months now, and with the relative newness of this kind of swap, I was happy to post any information I could get on it. I'll try to pass on more info as I get it.

The car:

    1988 CRX Si
    Full Interior
    Springs, Shocks, Brake Upgrades
    15in wheels

The motor:

    1998 CRV B20B
    99+ CRV B20Z pistons
    Resized rods, shotpeened. Balanced pistons and rods.
    1G B16 (89-91) head, milled 0.010in.
    GSR Camshafts (slightly more aggressive)
    ITR Intake Manifold
    Hondata Intake Gasket
    Factory Airbox w/ K&N panel filter
    Greddy Exhaust
    DC 4-2-1 Header for the GSR
    Hondata Programmable ECU
    JDM S1 transmission
    ACT street clutch
    HASport mount kit

It should also be said that this motor was built with the intention of being turbocharged. That will come in a few months.

Dyno:

As you can see, the VTEC switchover was probably in the wrong place here (blue lines). 5800 was much too far ahead, and the red lines with the engagement at 4800 looks much better. The peak torque appears to be in the mid 5000 range at 130ftlb. Interestingly enough, the torque in 2000rpm range is pretty good also, at about 120. But the problem this motor is facing is pretty easy to see up top. The curve begins to decent at 6500 or so, and increases with a sharper drop into the 7s. The sharp edges hints that detonation is occuring, and Brian Hasty (a local B20 expert) and Joe both agreed that fueling is inadequate at high rpm. The ECU was running an ITR configuration for the dyno runs, and it still wants more fuel.

For reference, this is dyno sheet his B16A CRX was putting down previously.

Of course, this motor was running ITR cams and an aftermarket ecu chip.

The real story with the B20 is it's torque, and this dyno show's it's got plenty of it. This motor has more torque at it's lowest point than stock B16s have at peak, by a wide margin. Putting down 165 and 130 is pretty good for this relatively mild setup.

Joe's going back to the dyno shortly with ITR cams and a better ECU program with more fuel to combat the problems he was facing here. The underhood intake may have to go also.

Street:

Ok, I haven't been in the car yet. However, I was happy to follow/play with Joe. He kicked my ass, pretty bad, every gear. Not as bad as his turbo car, but it was a no doubt victory. I didn't race him off the line, just from a rolling start, and nothing too serious. It was obvious that he was much faster. Also, he found an S2000 owner who wanted to play that night, and Joe showed him that this 2L could hang, by catching up and passing him after the S2000 got the jump. Pretty admirable, even if it's not reflected in the dyno as much as we expected.



UPDATE - 9/20/00

Strip:

Locash took his car to the local dragstrip. This strip is somewhat elevated (rumor), and it was pretty warm out (about 95 degrees). The only changes from above were the addition of ITR cams. The car still hasn't been tuned.

Joe was spinning his slicks and couldn't get them heated up. This explains the high 60fts.

RT'
60'
330'
660'
mph
1000'
1320'
mph
0.511s
2.113s
5.723s
8.792s
80.55 mph
11.448s
13.711s
99.00 mph

Not bad for a motor built for boost. A quick ride around the block in his car told me that the R cams definately made an improvement up top, I think when the car gets back to the dyno you'll see a 10hp increase from those.

UPDATE - 10/14/00

Dyno:


You can see the improvement from the cams. The torque curve looks a lot better too. As for the fuel solution he was looking for earlier, some more fuel was given for this program, but he tested the old program and made 172hp, so the cams can be thanked for the power.

UPDATE - 05/31/01

Joe's been back to the dyno for more tuning, and is now up to 173hp at the wheels.

Joe's also been down to the dragstrip, is running 13.5s.

He has another backup B20 motor that is going to be built with wilder NA cams and higher compression, so the potential of these motors is nowhere near tapped out.

-John


Many thanks to Joe for letting me post these pictures here first.