385 replies to this topic

[rufusbob]

I found an interesting part for the fuel system. The hardline that comes out of the firewall has a flared fitting that connects to the rubber hose that goes into the fuel filter. Historically the solution to change this to an AN fitting was to cut off the flare and use an Earls 5/16 adapter that goes to AN. Challenge with this is sometimes, like in the engine bay, you can’t spin a pipe cutter around the hardline due to other lines near by.
 
I found an adapter from K-Motor Performance that attaches directly to the flared hardline and adapts to a -6 an fitting. They have two versions depending on whether you have a long or short collar on your cars hardline. Ordered a short one and should have it today to try tomorrow for some fuel system mock-up.

Excellent. Thanks for sharing this info Victor.

[CSPCRX]

We did some work last night.

 

first mocked up fuel system.  The fuel hard line adapter fit right on, so the short version is the one to get.  I found I am going to need some different fittings with different angles on them.  So ordered those last night.

 

Since nothing more could be done with that we moved on to the shifter.  I am going to use the Hybrid Racing “no cut shifter” in my car.  In order to bolt it under the car there is a second layer of thin metal attached in the tunnel that must be hammered flat.  There are also two nuts welded in the tunnel, the bracket for shifter trim attaches to them.  We used a couple of spacers between the shifter box and under side of the car for the two rear bolts to keep it flat.  It bolted in but we did find we are going to have to cut the opening a bit.  The shifter is just touching.  So for the AF it’s not a no cut but not bad.

 

it got late so we stopped there and will work on it again Saturday.

[CSPCRX]

I did some parts research and found the shifter dust boot is the same on the 84-91 Civic and CRX.  That tells me the opening has to be very similar.  In looking at other videos of this shifter in EF chassis I noticed they do not have the two nuts on the underside of the tunnel.  because the AF does it causes the shifter to sit about 1/8 in lower in the opening.  Clearance looks very tight on the EF as well so I am thinking that’s the issue. 
 

what I may do, is just drill two holes in the top of the Hybrid Racing bracket.  It has a lot of material so I don’t see why it would impact anything, but need to see where these holes would be to be sure.  This would allow the assembly to sit flush to the tunnel like the EF and raise it that 1/8in.  Going to look at this option tomorrow when we work on it some more.

[CSPCRX]

We made some more progress.

 

Shifter and cables are in.  Was able to address the small contact that was being made in the shifter opening by slotting the holes on the rear of the shifter plate.  This allowed use to move the shift forward enough in the opening that it all clears and no cutting was needed.  I am using Hybrid Racing RSX shifter cables and they fit well.  The huge the firewall well and sit against the passenger side of the tunnel.  No kinks or binding.

 

found a small clearance issue.  The belt where it goes from the alternator to the idler was very, very close to the metal bucket of the headlight.  The back of the headlight is nowhere near this metal so we put a small dent in it right where the belt passes.  Now there it plenty of room for the belt to move.  It may not have been an issue but it was just so close it didn’t want to risk a belt rubbing issue.  This caused us to have to drop the motor and reinstall it three times, last was to do some paint touch up. 

 

I also wrapped the brake lines near the header and also the shifter cables.
 

next weekend we are going to tackle axles and during the week Brian is working on the harness.

[rufusbob]

Making good progress. Thanks for sharing Victor.

[CSPCRX]

Yes we are!  Hopefully others can use all of this to help them with their swaps.

[rufusbob]

Yes we are!  Hopefully others can use all of this to help them with their swaps.

I’m reading along very carefully Victor, and will use the info in this thread.

I’ve been researching a lot in the past month or so.

My current thinking involves as many Honda service parts / assemblies as possible … K24A2 short block & head with a ‘08+ Accord 5-spd (after swapping shift forks, arm, etc, etc to accommodate an RSX shifter).

[CSPCRX]

What made you go with the accord trans?  Did you want a trans will taller gears.

[rufusbob]

What made you go with the accord trans?  Did you want a trans will taller gears.

In a way yep. Mostly just wanna avoid unnecessarily high torque multiplication and engine speeds. Heres my thought process

My build will be 100% for the street. Definitely no drag racing; Im a road racer at heart if anything. The car is already lowered, and Im not interested in putting it back to original height. But neither do I want to change its exterior or interior appearances further away from original. Although the drivetrain will be swapped, the goal is to wind up with as close to an OE Honda appearance under hood as possible (as if Honda had originally installed the K into the AF 35 years ago). Planning to stick with the OE phone dials, along with whatever tire width increase the fenders will allow (if any) at my lowered ride height. I want it to have a get in and drive anywhere, anytime kinda feeling.

I seek drivability, refinement, etc consistent with my view of a finished Honda product. No unnecessarily high torque multiplication in 1st, and no unnecessarily high engine speed while cruising at 60 mph.

With these self imposed constraints, I began with the stock Si gearing IIRC about 12.8 to 1 in 1st and 3.13 to 1 in 5th. Another benchmark is the gearing of my 185hp 16 K24W1 Accord CVT which results in about 1500rpm @ 60mph cruise conditions.

By my calculations, the 08+ Accord 5spd ratios - 3.266 first and .647 fifth with a 4.389 FD give torque multiplications of 14.33 and 2.84 respectively.

My 3.266 4.389 first gear will give greater multiplication than the 91hp / 90lb-ft Si had. And with nearly the same weight (no AC, CF hood and other body parts, lightweight flywheel, plus other weight savings) and roughly double the torque, should have no trouble breaking traction. Even with a planned LSD.

Similar reasoning tells me the approximately 2600rpm @ 60 mph in 5th I expect will be fine as compared to the Si FAs 2880rpm, and my 16 Accords 1500rpm.

Edited by rufusbob, 27 July 2022 - 05:13 PM.

[CSPCRX]

Makes sense, RPMs will be much better at Highway speeds as well.  There will be plenty of torque from your motor to make up for the taller gear and in such a light car you will probably not notice at all.  Let’s face it it’s almost double what it was stock!

 

I am not a drag racer either, all though I have taken all of my cars and run them.  I love turns and straights!  I will take mine to see what it runs the 1/4 at though just out of curiosity.

[rufusbob]

100% agree, Victor. Can’t wait to hear what your car does in the 1/4. IMHO we’re gonna wind up with Bitchin CRXes that are what they woulda shoulda been originally if only computer chips, controls and other technological engine development had been around in the ‘80’s.

[CSPCRX]

They are going to be monsters for sure!  My car ran 13.5s at 99mph consistently with the B16 on small slicks.  On a “street” tire it would run 13.8s at the same mph.

my estimate, with the K24a, is 11.8 to 12.4 at about 115 mph.  Traction will obviously play a huge part in the time.  The car isn’t setup for drag racing, I have 3 degrees of front camber which doesn’t help.

 

we will see.

[CSPCRX]

A little progress tonight.

 

put the interior back together.  We installed the shifter mechanism springs that Hybrid Racing includes with their shifter cables.  Does help with centering the shifter for sure.  
 

we also mocked up the fuel system in the engine bay and build a mounting system for the fuel filter and pressure regulator.  
 

pic of the shifter, happy with it

 

Untitled by Victor M, on Flickr

[rufusbob]

Looks great Victor! Curious what you think of shift effort (so far, without driving it yet) compared to original.

[CSPCRX]

Shift effort is a bit more than the B16, but I will also say it’s so much more precise.  The gate, if that makes sense, it much clearer than on the EW or B series transmission.