[RHD-MX5-K24]

All engines in the same timeline work with each other. In the case of a crv or element, they have k24a1/4 stock, therefore a k24A2 or K24A mounts right in. As for the trans, all trans mounting is the same for the most part from 2002-2011

Does the same thing apply from k20 to k24? My car is an eu car and has k20a4 engine.

 

[gtimportfanatic]

Does the same thing apply from k20 to k24? My car is an eu car and has k20a4 engine.

If you have a k20 and you are swapping to the k24, you will need a CRV/PPA post mount, and yes, all transmissions will bolt up 2002-2011, just note some have different mounting points. The most popular is the 2002-2005 ep3 or 2002-2006 dc5. If you use a CL7/CL9/Accord or an FG/FA/FD/FN chassis trans those mounts are different to the chassis, but they all have the same bell housing bolt pattern

 

[RHD-MX5-K24]

If you have a k20 and you are swapping to the k24, you will need a CRV/PPA post mount, and yes, all transmissions will bolt up 2002-2011, just note some have different mounting points. The most popular is the 2002-2005 ep3 or 2002-2006 dc5. If you use a CL7/CL9/Accord or an FG/FA/FD/FN chassis trans those mounts are different to the chassis, but they all have the same bell housing bolt pattern

Cant I just use the CRV trans that's already in place? it would be nice to keep awd

 

[gtimportfanatic]

Cant I just use the CRV trans that's already in place? it would be nice to keep awd

Yes you can lol thats what i was saying, all bell housing bolt patterns are the same from 2002 to 2011. The differences with the trans only comes from mount

 

[Eyelise]

What A-W intercooler did you use?

 

[LotusElise]

What A-W intercooler did you use?

Not very likely @doc_ecu will respond, as he wasn't here since 8 years. But from the picture this one looks like customized.

From the welding seem I would say someone who does this more often, also from the air outlet design. Bracket bases are of a different quality. Seems actually something ordered and customized to fit the location brackets. Such air-water-coolers you can shoot on ebay in masses or here: Watercooled Intercooler, 138,39 € (turbozentrum.de).

 

[Eyelise]

Huh pretty cool, I'll have to see how much room we have once everything is mocked up and then see what we can find to fit. No way to tell how efficient these are. I guess it will be a little trial and error.

 

[LotusElise]

No way to tell how efficient these are.

That can be calculated, just a simple 0D model, using some assumptions from experience. The result is definitely in the ballpark of +-5 °C outlet temperature.

 

[Eyelise]

I found a few suppliers and was reading a bit about the construction. Efficiency seems to have a lot to do with the internal core construction (vane size), core size, and the water PSI you run. Matching the A/W cooler to the CFM of the charge and the post turbo charge temps seems to be a bit of a crap shoot. I would love to add an air temp sensor before the A/W cooler. That would answer a lot of questions. The way I keep asking for more sensors, my builder is going to hate me. Maybe the best approach is to go for as large a cooler you can reasonably fit and look at the IATs. If they are high I can add an air temp sensor to see if it is an issue with turbo efficiency, A/W cooler efficiency, or maybe even radiator efficiency. I stacked two thin high efficiency radiators at the front of the car for the engine and for the A/W cooler. I have my concerns about how efficient that will be. Others have done the same but every build is unique.

 

[LotusElise]

The way I keep asking for more sensors, my builder is going to hate me. Maybe the best approach is to go for as large a cooler you can reasonably fit and look at the IATs.

Seems to be a real old school guy with an never change a running system attitude 😅. Anyway, for the speed density approach you need:

• fuel mass system parameters: MAP, MAT, engine speed, fuel pressure
• fuel mass system correction and safety: ECT, PA, EGT, lambda

This is the bare minimum of to be measured parameters to run a boosted engine correctly. If you turbo charger is already limited for your application a shaft speed sensor on the turbo is duty too. Doesn't matter if choke, surge or speed line limits, if any of these are possible to be touched, then add a speed sensor at the turbo and model the compressor map to setup a protection module for that functionality.

Regarding the efficiency map of the heat exchanger, you need to know the mass flows on both sides to utilize that information rational, thence to model the engine combustion and alternation of load as well as the coolant pressure system is duty for that. Beside myself, I don't know anyone who has done the effort 😎. What I would recommend is not the biggest possible, I would recommend one who has the best inflow design, which is smaller and therefore longer to supply the necessary area. The design above in the CRV enginebay is very challenging at the inlet. It is very likely that only 45 % of the supplyied front face area is used at full flow, the inhomogeneity of that design is system immanently.