I'm aware the 1.5 turbo from the civic is a completely different 1.5l and either route will require a custom subframe and mounts.
I feel that K24 is the answer based upon availability, revs in such a package really being engaging and it just being a gem of an engine.
I am curiosity about the weight of the 1.5 turbo and what it's capable of on stock internals though.
Is there engine management like the Hondadata KPro availabe for the 1.5l turbo?
There is swap kit stuff available to shove a K-series in the Fit.
K swap. I am not a fan of the 1.5T
i think the 1.5t will become the new kswap years down the road. but for the immediate future, the answer will still be kswap
captdownshift (Forum Supporter) said:I am curiosity about the weight of the 1.5 turbo and what it's capable of on stock internals though.
Dyno queen or track reliable?
I am curious too. I see reports of lots of people blowing them up at 300whp, but thats just drag strip or street stuff. If you were to take one on track I imagine low-mid 200whp is about all that is safe?
I know hasport was working on a civic si swap on the fit, idk where that has gone.
In reply to ProDarwin :
Track reliable with lateral load. The thing about low 200ish is the K can get there NA without headache. It likely is the answer here.
the K is also a known quantity on the track.
captdownshift (Forum Supporter) said:In reply to ProDarwin :
Track reliable with lateral load. The thing about low 200ish is the K can get there NA without headache. It likely is the answer here.
The K24 is 200hp flat in stock trim.
Duke said:captdownshift (Forum Supporter) said:In reply to ProDarwin :
Track reliable with lateral load. The thing about low 200ish is the K can get there NA without headache. It likely is the answer here.
The K24 is 200hp flat in stock trim.
1.5t in the Si is 205hp in stock trim.
Maybe the 1.5t supports more power on track, I was just speculating based on what I had read earlier. I am not in the know on the new Sis. Maybe someone does have a 300whp track reliable setup on stock internals? That said, I imagine it is still expensive to do so as I don't think the stock turbo will support that.
MrChaos said:I know hasport was working on a civic si swap on the fit, idk where that has gone.
It drove as of late 2019.
I've talked about this with a few buddies.
the K swap is a TIGHT fit in the engine bay, and the information is out there on how to do the swap.
THe L15B7 swap development is coming along from Hasport.
it all depends on what you want to do.
The L15B7 and the K20/24 are really close in weight. there's not a large advantage one way or the other.
I'm hesitant on the L15B7 because the low tension rings have caused oil dilution issues and Honda "increased warranties" to try and help with consumer confidence.
from looking at it myself. The K swap is still superior for reliability as a track car and it makes the better sound IMHO.
the Kswap also has a somewhat known path to getting to a running car.. the L15B7 swap is still being developed..
YMMV.
Having lived with k24 for 8 years, I much prefer the k20 for a Fit
https://www.roadandtrack.com/car-culture/a22697519/honda-fit-engine-swap/
versus
http://www.superstreetonline.com/features/ss-timelines-spoon-sports-infused-k20a-2010-honda-fit/
I have heard of issues with the 1.5t, as mentioned above. Not sure about the details, but you probably want to investigate further before doing a swap.
Of course, I’ve also heard of oil consumption issues with the K24, but no one seems to want to talk about that.
In reply to spacecadet (Forum Supporter) :
Looks like they had to lose the hood latch in order for the turbo to fit.
Interesting trivia: There is an electronic solenoid thing sticking up on the turbo. It gets damaged with any front hit at all because it's about a finger width from the upper core support on practically all chassis the engine is found in. (I think the CR-V is the exception) Part is not available separately, it is serviced as a turbocharger assembly.
In reply to Pete. (l33t FS) :
yeah you can see they made a custom upper radiator core support.. having pulled the one out of my civic a few times.. their fix seems fine to me.
interesting info on the solenoid.. i'm sure the aftermarket will find a solution.. either to the solenoid or the whole turbo.
In reply to spacecadet (Forum Supporter) :
Personally I'd rather have a K series. The turbo flavor of L15 is a remarkably large engine. It has a very long stroke (90mm?) and the valve cover sits right up to the hood in an Accord. I am not a fan of turbo engines in cramped quarters.
J swap.
People have J swapped Fits as above. Go with the K24 if you plan on tracking it. Lower revs than a k20, similar power, more availability, more documentation on the swap, less hassle (vs. a turbo), etc. I have a 2020 Si and the L15B7 is very impressive with the torqe numbers but it's also a very boring engine compared to the K24Z7 and K20Zx from previous gen Si models.
I will add that the 1.5T from the Si is a very tractable engine though, so I guess it depends on what you want and how you want to drive it everyday .. if that matters to the OP.
Dang it's like someone read my mind
I'm looking to repower my Mazda2 potentially, and the L15B7 seems pretty awesome. They'll make 250whp with bolt ons and a tune easy. Personally I think a slightly bigger turbo at lower pressure would help with track reliability (less heat). The oil dilution thing I think is overblown. Most DI engines do it to some degree. Beating it at WOT isn't usually the issue, it's constant cold start short trip driving that does it.
The K24Z7 is what I'd be interested in K-wise because they're cheap and newer, but the problem is the K series transmissions are all garbage and do not hold up long term on track.
The L15B7 trans seems to be pretty decent so far. Problem with the new 1.5T is that it's so heavily integrated into the chassis electronically. KTuner and Hasport are both working on making it swappable, but not enough people have done it and detailed anything yet to know you must do X, Y, and Z to make it run as a "standalone" ECM, without needing BCM or any anti theft inputs, etc.
flatlander937 said:Dang it's like someone read my mind
I'm looking to repower my Mazda2 potentially, and the L15B7 seems pretty awesome.
Why not Fiesta ST powertrain? I imagine that swap has been done before and surely there is a lot of crossover there. Maybe it even drops in?
ProDarwin said:flatlander937 said:Dang it's like someone read my mind
I'm looking to repower my Mazda2 potentially, and the L15B7 seems pretty awesome.
Why not Fiesta ST powertrain? I imagine that swap has been done before and surely there is a lot of crossover there. Maybe it even drops in?
Don't want to get too off topic, but getting the Ford ECM to run without the rest of the car would be a headache. It seems there are some people in the UK who can flash your ECM for like $3k but I'll pass.
Also there was a time I had 6(SIX) of the Ford 1.6T engines on our shop floor at work because of blown head gaskets or rod knock or a combination of both.
The L15B7 seems intriguing because they are abundant and relatively inexpensive for the non-SI variants. Which would be more than capable of giving 200whp easy. Also OE LSD equipped transmission available.
Fiesta ST trans and engine are both $$$ even used... They still need a real LSD, AND will be a headache to swap. Only thing it has going is you can drop it in and find axles, etc. I am competent at fabricating and making other stuff fit would not be an issue.
If anything a Mazda 2.5 and 04-09 Mazda3 5spd would be easy-ish. Also turboing the stock 1.5L... but I'm currently exploring all options.
In reply to flatlander937 :
Apparently there are cheaper options from the UK for the FiST engine too, in the $500-$600 range.
This is relevant to my interests.. I daily a 08 Fit and have two more in the extended family. I had always thought the k20 would make the fit an ideal street car and probably a nice weekend track toy as well. My biggest impediment right now is the cost of a swap.
In reply to flatlander937 :
I find it interesting that the 1.6 Ecoboosts have the same crack prone channels cut between the bores that 83mm block Volvo engines have.
And that Ford's apparent response to 1.6 Ecoboosts burning coolant was to update the coolant reservoir to one with a low coolant level indicator.
Every one I see needs roughly a quart of coolant every 10k or so, with no external loss visible.
You'll need to log in to post.
