ok, so you all know i have a B12, and i always flaunt back and forth with the idea of doing a GA16E conversion, and an SR20VE swap.

the original ideas always circled around using a GA16DE ecu with the SOHC MPFI conversion, just simply because they're similar engines. however, i'm wondering if possibly it might be better to use a KA24E ECU with this, as the overall engine design (displacement aside) will be closer between a GA16i and a KA24E than a 16i and 16DE.

engine build would include major headwork (multi angle valve job, porting, etc.), reground street cam, 45-50mm tapered ITBs, and possibly 10:1 comp.

Thoughts? anobii, bob, i need you on this one. engine management is always my limitation, and trying to decide what my best base would be. Itb's would be plenum'd for the sake of still using a MAF, so as not to have to use a piggyback with MAP-MAF conversion.

I remember hearing that alot of folks had used the KA24 SOHC over the DOHC version because ot had better headflow. I dunno if thats true or just bollocks. In anycase, what im getting at is the head flow for a KA24 would be substantially better than a GA16 and believe the ecu would work, but, the fuel map would be totally off for a GA16. Even if you got the headflow comparable to the KA, theres no replacement for displacement. If The KA24 ecu is easier to tune than the GA ecu, it might be worth the effort. I hate tuneing ECU's personally LOL, so anything to make it easier im all for.
You'll have to contend with locating the correct sensors for the ECU, but thats nothing major. Are the ECU plugs the same you think?

You know though, ive had a brain storm for some time about interacially mixing engine computers . I cant formulate why it wouldn't work without trying it, but i believe you could clip the ECU plug, rewire, and splice in a new plug to run say a non v-tec honda d16 or ZC ecu. Ditch the MAF and change the sensors to the correct ones for the honda ECU. There's even top feed fuel rails available to use honda compatable injectors. Since it's a honda computer and a MAP system, it's plug and play with ITBs from a CBR900. All with the benifit of cheap hondata tuning. Just a thought.

anobii wrote:I remember hearing that alot of folks had used the KA24 SOHC over the DOHC version because ot had better headflow. I dunno if thats true or just bollocks. In anycase, what im getting at is the head flow for a KA24 would be substantially better than a GA16 and believe the ecu would work, but, the fuel map would be totally off for a GA16. Even if you got the headflow comparable to the KA, theres no replacement for displacement. If The KA24 ecu is easier to tune than the GA ecu, it might be worth the effort. I hate tuneing ECU's personally LOL, so anything to make it easier im all for.
You'll have to contend with locating the correct sensors for the ECU, but thats nothing major. Are the ECU plugs the same you think?

You know though, ive had a brain storm for some time about interacially mixing engine computers . I cant formulate why it wouldn't work without trying it, but i believe you could clip the ECU plug, rewire, and splice in a new plug to run say a non v-tec honda d16 or ZC ecu. Ditch the MAF and change the sensors to the correct ones for the honda ECU. There's even top feed fuel rails available to use honda compatable injectors. Since it's a honda computer and a MAP system, it's plug and play with ITBs from a CBR900. All with the benifit of cheap hondata tuning. Just a thought.

the reason guys use the SOHC KA's with 240's is that they're just better built for boost much the same as B12ers who've swapped out 16i's for 16DE's know that the bottom end of a 16i is just a tad bit beefier than that of a 16DE. you don't have to dump tons of money into them in order to keep them from blowing a HG. and really, the difference between a 24E and 24DE in terms of power is not a whole lot.

as for airflow, after the headwork, the flow of the SOHC should be wonderful. i don't plan on doing some basic PnP. we're talking about as much as it can handle within good balance between intake and exhaust side. thats why i thought of using the KA24E ecu. figured the fuel map would be better geared toward the timing and flow of a SOHC, rather than using a 16DE ecu/harness.

i DO however, REALLY like the idea of using a D16A6 ecu so that i can go without a plenum on the ITB's, and use Hondata for cheap tuning....

would give me a reason to put a second gen legacy hoodscoop on the b12....... yummy.