Would a MPFI conversion on a CRX DX be faster than a CRX SI?? If so, how quicker?? major differences?? Im starting this project soon, that's why i need this information. Also, any advice to give a newbie out for this project??

P.S. Does anyone have an Si ECU for this conversion for sale?? IM me if you do...thanks AGP

 

The only major difference is the 1.6 vs the DX 1.5, the compression my be different. up cause Id like to know as well,

Blaze

 

also, what is the TPS?? and where is it located in a CRX DX??

 

since the archive search is disabled...where can i find more information about the MPFI swap?? thanks

 

i have lots of helpful info if you need it. TPS sensor is the Throttle Position Sensor and it is on the backside of the throttle body (the piece your intake connects to)
The wiring is VERY simple. Seems scary but its really not.if you need help you can message me on aim as kaspakillz and i can help ya since los of people helped me out.

 

It wouldn't be faster off the bat because the DX cam sucks. However, if you switch out the cam, valvesprings, etc, I believe it would be a bit faster bc. of the higher compression.

 

if you switch to an si cam i believe you have to use a adjustable cam gear, because the timing on the cam is sooo advanced, the si engine makes 9.1 compression and the dx makes 9.2 compression. the dx also has a shorter stroke than the si

2.95 x 3.54 in./75.0 x 90.0 mm (Si)
2.95 x 3.33 in./75.0 x 84.5 mm (STD, DX, LX)

 

then what are then benefits of the MPFI conversion??

 

The compression difference is not enough to make the 1.5 faster..the longer stroke of the d16a makes it have more potental. the d15b1 i think is int the 88std has like the highest CR it almost 10.1 i think i could be wrong though. 9.1CR and 9.2 Cr would not be a enough to make the d15 faster.

 

you will still be able to notice a big difference between a stock DX and a DX with MPFI. theres no doubt about that so there is a big advantage there. also, when you switch over to MPFI it will prepare you for swaps in the future.

 

well i guess that dude lied to me then....he said that it was much quicker than dx.....

 

it is much quicker than DX, but not Si. like people have said, the Si has a more agressive cam, well, thats the main difference atleast. although the DX converted to MPFI will keep up with an Si though. cause of weight differences, and the higher compression, but if you do beat one, dont expect it to be by much, unless the other person cant drive.

 

hopefully i'll manage to hit mayb 16.5 at the track since the car gets me to the finish line at 16.7...all stock....i hope i'll feel a big difference. AGP

 

88 std d15b1 is 9.6:1. you mpfi that it will beat an si. the car is a lot lighter. yes the std cam sucks however the mpfi swap is at least a bolt on 30hp. 88 std's are quite quick. non 88 stds and dx's have the same 9.2:1 comrpession. its not the raised compression that makes the power. its the fact that your comsuming aprox 66% more air and fuel than stock. THAT is why you beat si's.

16.5? mpfi swaps throw you into the 15s easily.


[Modified by limoZeen, 10:08 PM 4/7/2003]

 

is that true?? is it proven?? if so, then that dude was right....i thought it was supposed to make the car much faster that's why i just bought my parts for the conversion....thanks for the info limoZeen...btw i have a 90 crx dx if it matters...

 

limoZeen, i'm sure the MPFI swap is a great improvement, especially for a STD, but it's not goin to be anywhere close to 15's. the cam blows and the tranny is long as sh*t, plus other minor details. it will help, just not that much. it's not beating an Si.

 

the compression isnt what determines all the power w/ these motors. its bennificial to have a higher compression if your na. the dx and std intake manifold have a tiny *** tbody that has a rectrictor plate it in that only allows for 1/3 of that tbodys diameter in air travel. by me saying you get a 66% increase in air is an understatement b/c the si tbody is 58mm in diameter, there is no restriction in it allowing for 100% of air flow.

you are using 4 240cc injectors to create combustion with all that air vs your 2 200 whatever cc' that makes poop power.

cams help, know why? you can insert and remove more air and fuel. so, the more air and fuel you burn the more power you make. std cams dont "insert and remove" much compared to the si cams. this is why you notice a drastic increase in power when switching to an si cam vs your dc or std.

trust me, you will throw down more than 108hp and 83lb of trq w/ an mpfi swap. you actually make quite a bit of torque

i agree w/ you w/ the std trans. it blows ***. all it has is a nice long weird 2nd gear. dx and si are much better. depends on where your power curve is. mine is all up past 5K so the si trans helps a lot.



13's all day long.
88 d15b1 block, ACT 88 upgrade clutch (XTSS), 7.5lb fidanza flywheel (basiclly clutchmaster since they own fidanza), d16a6 head, sohc zc cam and valvetrain, ported polished and milled. MSD blaster 2 coil and procap, 450cc injectors, cai, 2" header back exhaust w/o cat, d16a6 trans, a6 ecu (pm6), a6 intake manifold, a6 tbody, rewired dx to si style, apex safc, fully gutted 1715lbs w/o me, momo jet steering wheel (not pictured), 2 nex seats (passenger wasnt in at time of this foto shoot), eastbay short shifter, momo **** (fighter or some **** i dont remember). energy suspension shift bushings, energy suspension motor mounts, lots of rust, stock suspension 98+ gsr wheels on stock 195/55/15's

cant believe i finally said what i ran. too bad i totaled the car today

jdmb16hatch and myself are your mpfi heros



[Modified by limoZeen, 10:27 PM 4/7/2003]

 

is the power noticable right when i drive it?? more low end power or top end?? and im just getting the mpfi swap...not the cams or such...will i still get some power?

 

w/ a stock cam, WOT that bitch to 4K and listen. it'll sound like you have a vtec head you wont be dissapointed. this is the best upgrade for these engines.


[Modified by limoZeen, 10:34 PM 4/7/2003]

 

damn...sorry bout ur car man....

 

i have time slips to prove u wrong...went 15.7 with a dx trans and the std head still on the car.....with the std trans and a good clutch went 16 something i think 16.2 not sure with a few things done now nothing much the d15b1 full interior itll go 15.0 maybe 14.9 on street tires....and the mpfi helps across the power band.....killed the dx trans blew up the differential....with the si trans it pulls like no ones buisness....and stock civic and crx si's were nothing even with the 4spd and a slipping clutch the std is lighter has more compression and can rev faster

 

Zing.

 

what did you have when you ran 15.7?? daamn...that would be tite if i can run that kind of time with my dx engine....btw...what is STD?? you guys keep bringing it up and i dont even know what that is..sorry imma newbb hahah AGP

 

STD = standard
its a DX w. less options and a 4 speed manual transmission. no cig lighter, no clock. lightest 4th gen for each yeah. 1988 std was the listest car out of all the 4th gen crx's and civics. standards arent badged with anything

si = slow import
std = suck this dick.... too bad they never had a STD badge.

 

STD short for standard or base model like the cx in canada....when i ran the 15.7 it was the d15b1 stock engine with an a6 intake manifold and pm6 ecu running an 88 dx 4dr trans slightly different final drive from a crx trans from what i read somewhere closer to an si trans....intake.....dx exhaust from head back STD exhaust sucks in 88 has a cat coupled to the head like an HF.....ran it with 13 inch steelies at like 20 lbs i think drop it at like 5k maybe big burnout it sticks good then get a 2.0 60 ft and kill the monte carlo next to me