Jul 11 2008
OBD0 Honda/Acura ECU List
|
OBD0 DPFI
|
|||
|
PM5
|
1988-1991
|
Civic STD/DX/LX; CRX DX
|
|
|
PM9
|
1988-1991
|
Civic STD/DX/LX; CRX DX
|
|
|
P04
|
1992-1995
|
EDM DXi
|
|
|
PW1
|
?-1995
|
EDM Concerto 1.5i
|
|
|
OBD0 Non-VTEC Civic/Integra
|
|||
|
PG7
|
1988-1989
|
Integra D16A1
|
Electronic Advance
|
|
PM6
|
1988-1991
|
Civic/CRX Si D16A6
|
|
|
PM7
|
1988-1991
|
JDM Civic Si DOHC ZC
|
|
|
PP5
|
1988-1994
|
Concerto, Rover, GSi, GTi
|
|
|
PR5
|
1990-1991
|
JDM Integra ZXi
|
|
|
PS9
|
1990-1991
|
Civic EX D16A6
|
Usually automatic, good for 1-wire VTEC
|
|
XE5
|
1988-1991
|
ZC
|
Mugen Race Platform
|
|
OBD0 Non-VTEC Accord/Prelude B20A
|
|||
|
PK2
|
1988-1991
|
Prelude B20A
|
3rd Generation
|
|
PH3
|
1986-1989
|
JDM Accord B20A
|
|
|
OBD0 Oddballs
|
|||
|
PM8
|
1988-1991
|
CRX HF
|
|
| PR4 | 1990-1991 | Integra LS/GS B18A1 | |
This is highly informative. I am planning on doing this swap soon myself. I do wonder if the mileage cannot be improved over what you are getting by doing a couple of things in addition. These may be for a more someone more daring and willing to go deeper into the engine. I would start with tuning the exhaust system and using low restriction components that will scavenge the exhaust more efficiently. A tuned header with ceramic heat barrier is a good start, followed by a high flow catalytic converter, mandrel bent pipes going out to a low restriction muffler (not a coffee can type). If a pressure gauge fitting can be welded into the exhaust at the collector, components can be selected to keep the back pressure at below 1psi at all points in the rpm range. It would be even better to tune the entire thing to a narrow (100-200 rpm) range such as the rpm turned at cruising speed. This technique is used for superspeedway engines to maximize power and could be used to maximize fuel economy. Also, there are a number of companies that do thermal barrier coating for parts like pistons and combustion chambers on cylinder heads. These minimize the heat rejection into the coolant and can improve fuel economy. Intake and exhaust valves can be coated as well to maximize the effect.
Compression is used to make power and can be used to maximize fuel consumption. By taking the D15z1 compression from 9.4:1 to maybe a point higher, the fuel economy could likely be raised by 5- 10%, maybe more. I do not think that detonation would be a problem if we can keep underhood temperatures down with the thermal coating, and minimize hot spots in the combustion chambers with ceramics as well. This would, of course, be beyond the reach of a back yard mechanic, but could be done by someone with access to a machine shop, etc…
These are not Honda-specific tricks. It is just solid science and engineering applied to our little wondercars. These are techniques I have used on other makes with great results. I wonder what the limit of this really is. Realistically, 70-75 mpg may be attainable with this engine, the HF trans, modest aero mods, good tires and proper driving.