385 replies to this topic

[CSPCRX]

A little progress this week and today.  Seems the wiring is just dragging on but at least it now just inside the car.  In addition to ECU we are wiring in the Speedgauge, AIM Solo, and a OBD2 Data link for future connections.

 

we finished and installed the battery bracket that we came up with.  It actually hangs from the drivers side OEM engine mount point and is also secured to the frame with the tab you see.  It is designed to except a small 20 series battery.

Untitled by Victor M, on Flickr

 

this is the battery I am using in mine, 3.8lbs.  Crazy

Untitled by Victor M, on Flickr

we are shooting for a first start up this Wednesday.  I feel good so long as we can get these final wiring connections made inside.

[rufusbob]

We worked on the motor again last night, simplest things fought us causing it to take longer than it should.  
 
we made final mods to the K Tuned relocation kit so that all went together better.  Still do not have the correct alternator so working on that in the meantime.  
 
got the flywheel and clutch installed then mated the trans to the motor.  We then prepped the trans for the mounts.  Had to remove the OEM studs and that was a battle.  One came out okay and the other was a mess.  Also had to chase threads due to buildup inside them and studs being damaged.
 
we are at a point where the motor is ready to go in.  We did find the cable speedometer assembly will not fit in a K Series transmission.  They are very different and so we are going to have to find another option.  I have an extra cluster we are going to use to see if an electric speedo assemble can be placed inside of the cluster.  Working speedometer is a nice thing to have unless your a full race car.
 
we hope to work on it Saturday afternoon.  Brian is getting the radiator ready and we will cut the lump off the passenger frame rail so the mounts can go in.

CSP Quoting you from above ... Still do not have the correct alternator so working on that in the meantime.

My apologies if I missed this somewhere else in the thread, but what did you wind up doing for an alternator?

Edited by rufusbob, 06 February 2023 - 10:11 PM.

[CSPCRX]

I don’t think I ever explained that.  Since i didn’t end up using the K tuned AC/PS delete and relocation kit I was able to use the one I had.  

[rufusbob]

Thanks CSP.

The ATX-20 is awesome! 3.8lbs!!!

Am I correct your alternator is a modern solid state Honda unit vs the G1 CRX unit which I believe is pre-solid state?

I sure hope Bryan plans offering hardware / brackets you’ve detailed … it would be a big help.

[CSPCRX]

Yes alternator is from a modern EP3 Civic.  You must use a K series starter and alternator.

 

Brian is looking at offering a few of the things we have made.  The battery bracket is one of those items.  The other, I have not shown yet is pretty cool.  It is a firewall adapter for the harness.  More to come on that.

[CSPCRX]

So last Wednesday night, May have seen the live video feed, we tried to start the car.  Discovered the main relay wasn’t turning on so spent a tone of time trying to figure out why.  If the main relay won’t turn on the ECU and fuel pump don’t either.  We discovered that there was a brake somewhere in the harness causing the issue.  So we ran a wire from the ECU to the main relay and it worked.

 

it was at this point we started smelling fuel!  Discovered the line from the fuel pump to hardline was leaking really badly.  We never touched anything back there so it was just a freak event.  Probably because it has sat for over 6 months and dried out.  So that put a pause on attempting to start the car.

 

fast forward to yesterday.  I dropped the pump, I’m running an in-line Walbro 255 mounted in the stock location.  Replaced the section of hose and reinstalled the pump.  Still smell like 91 octane !  Turned the key no leaks in the back, YES!  Found two small leaks at the FPR that just required a little tightening of fittings.  Turned the key and no fire.

 

Using the Hondata software we could see a very odd TPS reading, 108% and 113% at full throttle.  That’s not right!  Tested another TB thinking the TPS is junk, same readings.  So we started chasing wiring and found a few issues in the sub harness to the ECU.  So pulled that out and going to fix those and try again next Wednesday.

 

it was exciting to hear it turn over, would have been more exciting to hear it roar to life.

[rufusbob]

Curious what the TPS reading was in the closed position … near 0% as it should be?

This’s all part of the normal teething process. It’s gonna roar to life any day, now

[CSPCRX]

It was 108% closed and 113% fully open.  Way out of wack!  Second TB was showing almost the same numbers which is how we figured something in the wiring had to be wrong.

 

uncharted waters so yes, going to find some issues.  Just so close I want to hear and drive it!  Been a long road!

[rufusbob]

Wow those are weird numbers. Hope you figure the problem out soon

Looking forward to news its up and running

[CSPCRX]

Did find some wires that were not in the correct place so swapping those around and trying again Wednesday 

[greasemonkeyreborne 5x1g's]

Good luck Wednesday!   Curious how much body flex that monster engines going to create…..

[CSPCRX]

Doubt any more than the B16.  They basically weight the same, K series and B series.  Keep in mind these cars were built to hold the DOHC ZC that we never got in the USA.  The Bseries is about 50 lbs heavier than the ZC.  

[rufusbob]

Good luck Wednesday!   Curious how much body flex that monster engines going to create..

Grease, if I understand, youre pondering the difference in reaction forces (or more correctly, moments) applied at the engine / transmission mounts required to prevent the drivetrain from moving or spinning in the opposite direction to that which drives the car forward at WOT.

A quick comparison of moments created at peak torque in 1st between the OE CRX Si and CSPs expected tuned K24A2 configurations:

CRX Si: 93 lb-ft, 2.916 1st, and 4.4 FD, or 93 x 2.916 x 4.4 = 1193 lb-ft @ wheel.

CSPs tuned K24A2: 180+ lb-ft, 3.266 1st, and 4.389 FD, or 180 x 3.266 x 4.389 = 2580+ lb-ft @ wheel

Front drive architecture means these moments are applied around a lateral axis at the centroid of the drivetrain mounts in a manner tending to bend the front portion of the frame upwards.

There are forced induction CRXs running around with much more grunt. I have no idea if they use or require additional chassis stiffening but am curious. Its also gonna be fun to see if CSPs tires are gonna be able to put all that massive torque to the ground

Edited by rufusbob, 21 February 2023 - 10:06 PM.

[CSPCRX]

Street tires will probably be fighting for traction.  Have 205s all around now but going to 225s soon.  For the track I have 245s up front and 225s in the back.  245s should be able to handle the power, 200 tread wear race tires.

 

I’ll just leave this right here!

[rufusbob]

AWESOME CSP !!!! Congratulations !!!! Great to see it running. Is a quick test drive before a formal tuning session in the plans? If so, what base map do you have? The stock PND?