John Cousins

Excellent information. Thank you.

I understand the basic principles but i'm still unsure of the role of the spill valve. From what I understand, the lobe is driven off the end of the camshaft and that is what provides the huge pressure required for injection required to to spray into the pre-compressed combustion chamber. As for the volume and timing of each "press" of the lobe, I will have to delve deep into the web to see if the information is out there. I'm assuming there is no "relief" to the high pressure pump judging by what you have said above. Could you please explain what you mean by the PUMP peak and hold current? What electronic interface is there with the high pressure pump? Currently I only have the injector flow details which i'm assuming would be measured like standard injectors at 100% duty cycle... but don't stress I'm going to approach this methodically and carefully as I'd really like to take this challenge on and do it properly. I've always wanted an EG civic fitted with a latest generation engine to build a form of retro-tech combo. (yes the EG is now considered retro ha!) I've found some people online who are currently reverse engineering the factory ECU. Hopefully this will provide the information I need. Wish me luck.

I've made contact with the owner of the team who said he will pass my details onto the tuner of the car. Hopefully I hear something from them soon. I've actually discovered a whitepaper document by the EPA in the US which were doing a study on the emissions of modern direct injection cars. The car they were using just happens to be the turbocharged L15B7 civic. The report goes into massive detail about the engine. Things like ignition advance angle under different loads, AFRs etc. all captured by sniffing data from the stock engine whilst running under controlled conditions on a dyno. It's very well graphed and probably extremely useful information for setting up a map close to the stock engine. Quite surprised Honda would allow it to be published TBH. I'm still trawling through all the details to see what I can apply.

Good news. I have found someone who is running a Link Force GDI on an L15B7. They are racing a Honda CRZ and have performed the complete 2018 L15B7 Civic Turbo engine and transmission swap. Just in case there are any others interested in this swap. https://youtu.be/kflFpYA2UH8

Hi Adam, Thanks for your reply. Looking to dive into this swap as soon as possible. I simultaneously sent a message to Technical Support and they are currently trying to steer me toward the G5. (when it is released) Strange.. as they didn't even know that the G4 had been proven on the L15 or that it was being used on the Viking aircraft engines? Are you aware of any real benefits that the G5 would offer in my L15B7 installation? As if there aren't any real benefits, id rather just get busy with a known quantity like the G4 GDI Seems like you are a bit more in touch with what is going on with regard to my engine. Also, are pinouts available from link to assist with wiring up the L15B7? I have the factory loom that came with the engine and i'd like to start prepping it while I wait for my transmission to arrive. The loom is only a couple of years old and in great shape so i'm more than happy to break it down and re-plug it to suit the Link. Thanks again John

Hi there Link crew. As far as i'm aware, I'm the first person in Western Australia to dive into an L15B7 swap into an EG civic. I wanted a forever car and i'm having this car properly engineered in the hope that it's a perfect mix of old vs new with quiet, mild road manners but plenty of punch when asked. The engine I have purchased has come with the factory ECU but obviously being from 2018 i'm expecting headaches with regard to the ECU not seeing multiple CAN nodes and probably de-rating the engine, or worse still, not allowing it to start at all. That's before we get to the whole immobiliser side of things! I guess what I want to know is, do you think the G4+ FOrce GDI would be an easier solution? There is a Hondata Flash pro plug in for the factory ECU but I think this is specifically designed for a 2018 Civic Installation and I have no Idea how capable this would be in terms of disabling CAN nodes and allowing it to run in an EG. Just wondering if anyone has played around with a Honda GDI engine and a Link or would I be kind of pioneering my way through this? Obviously passing an emission check is critical for this build but it's not the full check, I think WA requires just requires the vehicle to pass a 5 gas analysis. Also keen to know what electronic dash displays play well with link as it's probably just easier to swap to a completely new display than make the existing dash work with the new engine. Thanks!!