Ask any Honda enthusiast worldwide what they think about CR-Z and they will collectively inform you the same thing: This is a hybrid. That's the Honda CR-Z is actually a cool-looking car but the only downside. When Honda first came up with the idea to create the virtual next-generation successor for the famed CR-X, they did so with good intentions. Also wanted the vehicle to be eco friendly, though they wanted a stylish car that resembled the outside design of the 2nd-generation CR-X. The Honda CR-Z was dubbed the sport hybrid coupe, but other than the styling cues, there wasn't a great deal of sport for die-hard enthusiasts to get interested ina higher-horsepower monster however the nimble chassis allowed the automobile to be highly responsive and fun to get. For those who wanted more power, they could swap a B18C ITR motor or any other twin-cam B Series and the car would be a complete blast. The ZF1 chassis has a swap option too in the form of the formidable K Series engine, though switching over isn't quite as simple as it was before. If you did, you risk possibly losing a limb, the CR-Z's original 1.5L hybrid engine has a giant magnet attached and without the proper tools and a whole lot of balls, you weren't going to remove it, and. There are those who have done the swap though, and if you are an avid HT reader, you've likely seen a few of them grace these pages.
Ask any automotive enthusiast around the globe what they think of a K-swapped CR-Z and they will all collectively let you know the same thing: This is the way the Honda CR-Z needs to haveappearing every year Stateside. Once the chassis and engines get a littlecheaper and older, and readily available about the used market, you're very likely to see even more. The idea of having a KR-Z is definitely an intriguing one as the swap itself just needs to be simplified for the less-inclined enthusiast to pursue it. It isn't for lack of effort, even though japan has just begun to tinker with K-swaps lately and you may be wondering why they're so late for the game. Tuning shops and several privateers have done K Series changeovers before so it isn't anything unfamiliar with them. Swaps with K20/K24 motors just aren't common because it isn't remotely affordable for many. The difference between the United States and Japan when it comes to switching engines is that you can't just buy and go an engine to put into your car-you'd have to buy the entire car that comes with it. This is fine if you are just buying an older Honda for a B Series but costs quickly add up if you have to purchase a wrecked JDM FD2 Civic Type R or DC5 Integra Type R. The guys who do choose to move forward are then faced with having to remove the motor-less chassis and pay fees to get rid of a shell. If it isn't an ample amount of a headache, owners of K-swapped cars then have to deal with extremely high vehicle inspection and registration rates to keep these cars on the road. If you live in Japan and acquire a Honda CR-Z, you aren't likely planning to do an engine swap sooner, in short.
2011 honda CRZ nardi steering wheelwe were surprised as you would expect. The famed JDM tuners from FEEL'S Twin Cam had put a motor together especially for a ZF1 chassis that they were using as his or her demo vehicle. They didn't have any apprehension to do the swap because they're a legendary tuning shop with lots of parts and engines available. It just required some assembly and machining to get the engine ready. FEEL'S wasn't bothered with vehicle registration fees because this car would never should be driven about the street. FEEL'S deemed the CR-Z their Time Attack Special. Like most of the world, they too felt that the base vehicle was good in that it's a rigid chassis, quite stylish, but simply lacked the rate factor. The things they created was actually a one-off CR-Z that will undoubtedly force you to forget all about the JDM CR-Z that Honda needs to have built.
In search of more displacement, FEEL'S utilized the block from the larger K24 engine, and capped it with a K20A Type R head. TODA Racing upgrades are plentiful, from the pistons to the cams and complete valvetrain. The head has been ported/polished for better airflow that comes through TODA's individual throttle-body sports injection. Any remnants of your ZF1 as being a hybrid is long gone as fuel delivered by a TODA fuel rail and F20C fuel injectors. The anemic L Series transmission was pulled in favor ofas it is a JDM circuit-specific build, the futuristic factory interior was completely removed to conserve weight. The chassis was then reinforced for structural rigidity in addition to the addition a complete rollcage for safety. FEEL'S coilovers provide optimal damping force while a four-pot APP big brake kit helps slow things down. The entire exterior is adorned in lightweight FEEL'S aero. The wider front and rear fenders allow a wider track to house beefy Hankook rubber wrapped around 18-inch AME Tracers.
Although the language barrier made it somewhat of a challenge for us to understand why FEEL'S chose to create a JDM KR-Z track vehicle, from what a representative told us, they just wished to do the new-generation CR-X justice. The president of FEEL'S also envisions a rise in demand for high-performance hybrids over the following two years. Whether they are true eco-friendly machines or K-swapped monsters like this is left entirely up to the tuner. We're all about being good for the planet but seeing this beast blast through the legendary Tsukuba Circuit at a blistering 1: 01.109 just FEEL'S right.