Super Street Network

Due to the EU’s Global Data Protection Regulation, our website is currently unavailable to visitors from most European countries. We apologize for this inconvenience and encourage you to visit for the latest on new cars, car reviews and news, concept cars and auto show coverage, awards and much more.MOTORTREND.COM
 |   |   |  K-Swapping the Honda CR-Z - The Hybrid Remedy
Subscribe to the Free

K-Swapping the Honda CR-Z - The Hybrid Remedy

The recipe for going fast in a post-'90s Honda

Aaron Bonk
Aug 11, 2016
Photographer: American Honda Motor Co. Inc.

They wanted you to believe the CR-Z was the second coming of the CRX, one of the most iconic cars that Honda has ever made. It wasn't. Designed as a compromise between something you'd actually want to drive and something that's been put here to save the Earth, the CR-Z does neither all that well. For the money, there are all sorts of gas-electric, green rides that are more efficient, and there are just as many hatchbacks that'll stretch an even bigger grin across your face. But what Honda failed to emphasize was just how similar the CR-Z is to something you never would've imagined. We're talking about the overseas-only, Euro Civic Type R ('09-'12 model), a car that you couldn't buy even if you wanted to, but the CR-Z's similarities with the CTR might make you rethink how you felt about Honda's hybrid hatchback.

K swapping the honda crz hasport crz Photo 2/16   |   They wanted you to believe that the CR-Z was the CRX reborn but it wasn't. As it turns out, the CR-Z is a whole lot more like the overseas-only '09-'12 Civic Type R Euro, though, and which is a whole lot more exciting than any CRX.


The CR-Z sharing much of its sheetmetal with the second-generation Fit isn't anything new. But did you know the CR-Z's suspension geometries are identical to the Euro Civic Type R? And did you know, as an option, the CR-Z was meant to be powered by a 2.0-liter K-Series engine? Both of these reasons is why you ought to care about the car, that is, if you're interested in going fast in a Honda that wasn't manufactured before, oh, say, '01. Which is something that's getting entirely harder to do and which cars like the ninth-generation Civic Si, with its exhaust manifold that's a contorted extension of the cylinder head and its less-capable adaptation of VTEC, have proven. The jury's still out on the newly released, tenth-gen Civic, but so far a turbocharged mill that churns out about the same amount of power as a 22-year-old, naturally aspirated Integra isn't wowing anybody this side of unwavering fanboys. To do anything that's got to do with going fast in a modern-day Honda, you've got to take matters into your own hands and, if you're smart, it'll start with something like, yes, you guessed it, a CR-Z.

K swapping the honda crz k20 swap Photo 3/16   |   According to sources at Honda, somebody over there really did try sticking a K-series engine into place long before the CR-Z went into production. What the government and its crash-test standards says is too little space in between the intake manifold and the core support is reportedly what put the kibosh on all of this, though.


According to our sources at Honda, a 2.0L K-series was destined for the CR-Z as an optional powertrain. Pesky crash-test rules kept all of that from happening (crash-test standards require more space in front of the engine), but the chassis, which has already proven itself to be K-swap friendly, had already been finalized. All of this is very good news if you plan on dropping something like the '06-'11 Civic Si's K20Z3 powertrain into place.

"But why an engine swap," you're thinking to yourself, bolstering the case to keep the L-series hybrid with things like Jackson Racing's supercharger or turbocharged concoctions by way of Bisimoto. After all, Jackson Racing's emissions-legal Rotrex blower means you can maintain your squeaky-clean image, and Bisimoto's 533hp turbo package, well, it makes 533 hp.

As it turns out, all of this has less to do with that gas-electric powertrain that's got very little aftermarket support and more to do with the CR-Z's six-speed transmission that's of little use past the 250 lb-ft of torque mark. And don't even joke about trying to do anything useful with the CR-Z's CVT because, well, just don't.

Not ready to jump on the K-swap bandwagon? A K isn't your only option explains Hasport's Brian Gillespie, who's spearheaded the K-swapped-CR-Z movement, but he'll tell you it's the most straightforward. According to Gillespie, Hasport's also working on kits that'll mount six-cylinder J-series engines into place as well as the tenth-generation Civic's turbocharged L-series. Any of the three will fit within the confines of the CR-Z's bay, but Gillespie advises to make wiring easy on yourself, stick with an '11-'12 model for K-series swaps and a '13 or newer one for everything else. And for the guy who got talked into the CR-Z with the CVT transmission, you can still redeem yourself. According to Gillespie, engine swap wiring varies a smidge depending on which gearbox your CR-Z was originally sold with but the details are negligible.

In terms of engines, just about any pre-'12 K-series will fit (except for the outcast that is the first-generation RDX's K23A1). But a word of advice, swapping in the Civic Si's K20Z3 engine and transmission will be the least amount of work, and have the least amount of electrical drama. How much is it going to cost? According to Gillespie, you'll need to set aside at least six grand to make all of this happen, and that's assuming you know how to turn a wrench.

K-swaps don't need to be limited to the K20Z3, but anything else will cost you, at the very least, your time. For example, save at least a couple grand by going with a 2.4L Accord engine and gearbox; however, be prepared for all kinds of surprises that relate to the shifter assembly and its cables, the cooling system, and wiring. You can also go for even more torque and find yourself the TSX's K24A2, which will still require a piecemeal collaboration between itself and the Civic Si's transmission and ECU to work.

As far as engine swaps go, the CR-Z's is about as self-contained as they come. The car's radiator, fuel pump, and electric power steering system are all up to the job. In fact, this side of something like Hondata's FlashPro, which'll let you fine-tune fuel and ignition parameters as well as data-log what's going on, you won't find yourself wanting much else.


  • '06-'11 Civic Si K20Z3 engine
  • '06-'11 Civic Si engine wiring harness (requires modification)
  • '06-'11 or '12-'15 Civic Si ECU ('11-'12 or '13-'16 CR-Z)
  • '06-'11 Civic Si transmission
  • '02-'06 CR-V right-side engine bracket (2.4L swaps only)
  • Hasport engine mounts
  • Hasport axles
  • '03-'07 Accord V-6 shifter cables and Hasport brackets
  • Custom radiator hoses
  • Custom A/C lines
  • '02-'05 Civic Si idler pulley conversion

K swapping the honda crz k20z3 swap Photo 4/16   |   You won't need anybody at Honda to bolt your own K-series into place. You will need Hasport, though, which makes the mounts to bolt it all into place and the axles that'll make it all work. Engine choices aren't limited, but the Civic Si's K20Z3, transmission, and ECU will give you the least amount of hassle.
K swapping the honda crz civic si ecu and wiring harness Photo 5/16   |   Any swap worth doing will require something to be rewired. Here, get the right Civic Si ECU and engine wiring harness, though, and even you'll be able to figure it out.



  • 200+ hp will always be better than 130 hp
  • Bolt it all in; some minor cutting for A/C, but no welding required
  • More aftermarket support than for any L-series
  • It's the right kind of hybrid
  • Better K-swap ground clearance than any Civic


  • Parts alone start at $4,000
  • Say goodbye to your warranty
  • Sayonara, AT-PZEV or LEV3-SULEV30 emissions status
  • Good luck with that smog check


You think the CR-Z's torsion-beam suspension out back automatically disqualifies it as a serious contender for the track and you're wrong. Here's where CR-Z and Civic Type R engineers compared notes, both sharing the same wider track as opposed to the Fit's, and both positioning the rear shocks in back of the rear axle which, in this case, is what makes the CR-Z so controllable on the track and an ideal platform for track noobs. At least that's what renowned driver Oscar Jackson Jr. of Jackson Racing thinks, going on to say what an ideal car the CR-Z is for drivers who are still learning their limits: "[The CR-Z] will let you know when you've over-cooked a corner with a push, so it's easier to approach your limits and learn from mistakes."

Yes, the CR-Z's front is built around MacPherson struts, which are famous for limited camber gains when compared to double-wishbone suspensions when compressed, but have come a long way since Honda pissed you off and stuffed them onto the '01 Civic. That's mostly because of where the steering tie rods have been repositioned to which, according to Gillespie, make it a whole lot more stable than previous MacPherson-strut Hondas. "Because of the suspension similarities," he goes on to say, "with a K20A in there, this is the closest you'll ever get to having a Civic Type R."

K swapping the honda crz suspension layout Photo 6/16   |   The last time you got this upset at Honda's suspension layout was when you found out the '01 Civic would no longer feature double A-arms up front. The CR-Z carries on that tradition but in a much more thoughtful way. Its back end with its torsion-beam suspension also really shouldn't be this good.

Jackson concurs: "I ran a couple sessions at Chuckwalla in our Jackson Racing CR-Z when it was stock and was pleasantly surprised with the overall handling and rotation with just tire pressure adjustments—even on the eco tires."

The CR-Z's suspension isn't all peaches and cream, though. Camber changes aren't just limited upon compression; as it turns out, the methods by which negative camber can be introduced in any capacity are limited. Up top, the CR-Z's funky-shaped strut towers are why nobody's bothered to make adjustable camber plates for the car yet. Down below, camber can be altered using the same methods as any other MacPherson strut, like with eccentric hardware, but changes are going to be minimal.

K swapping the honda crz macpherson strut Photo 7/16   |   If there's a shortcoming with the CR-Z's MacPherson struts, it's the limited camber-adjustment window. Small changes can be made at the struts' lower mounting points, however.


Right from Honda, the CR-Z's rotors and calipers are better than just about anything you've ever bolted onto your EK or EG hatchback. That and the aftermarket's already got things sorted out should you need anything bigger or with the ability to withstand more heat. Consider the CR-Z's curb weight, which hovers around the 2,680-pound range (about the same as a second-generation Integra), understand that the K-swap doesn't really change any of that, and all of a sudden its 10.3-inch (front) and 10.2-inch (rear) rotors (also about the same as that Integra), seem like all you'll need. Even better, the '16 CR-Z was updated with larger, 11.1-inch rotors all around.


All kinds of room—that's what you'll find underneath the CR-Z's fenders when you go looking for wheel and tire limits. According to Gillespie, 255/40R17 tires won't be a problem and fit all around with room to spare up front. Camber limitations will prevent you from anything much more dramatic than all of this and will also keep you from making headlines on the stance-your-pants-off blogs, which, as it turns out, is a very good thing.

K swapping the honda crz bigger wheels Photo 8/16   |   Big tires? No problem. The CR-Z won't make it easy for you to plague it with some sort of wacky camber and offset combination, but you can fit a big ol' set of 255/40R17s into place all around.


There's a reason almost everything that's got anything to do with Honda's IMA (Integrated Motor Assist) hybrid system's either got some kind of warning label on it or is draped in a bright-orange cover that'll remind you of something you once saw in an old Nopi catalog. You exposing yourself to the CR-Z's hybrid battery-induced electrons as opposed to a regular old 12V battery is like comparing your toenail clippers to a machete. Follow the procedures outlined by Honda, though, and disabling and removing all of this isn't just safe, it's easy. And you'll shave off an easy 160 pounds while doing it. According to Gillespie, most of the dangers lie in separating the engine from the IMA system, which is made up of a series of magnets that can lop off a finger faster than you can say "VTEC, yo." The good news is that you won't be separating any of this nonsense if you plan on swapping that K-series engine into place; simply disconnect power to the hybrid system and yank the powertrain—along with the IMA nonsense—just as you would any other chassis.

K swapping the honda crz l series engine Photo 9/16   |   Making the CR-Z something you care about starts with ripping out the L-series engine, the IMA system, and whatever gearbox it's all mated to. You think stuffing a K-series in there will add all sorts of weight and you're wrong. Add up the 160 pounds' worth of hybrid bits you'll be ditching and the difference is negligible.
K swapping the honda crz ima warning light Photo 10/16   |   According to Hasport's Brian Gillespie, there are still hiccups with the swap, albeit small ones. Like the IMA warning light that doesn't know how to turn off once you yank it all out. Gillespie says the fix is probably not that big of a deal and that it doesn't affect driveability or performance in any way.
K swapping the honda crz at pzev stamp Photo 11/16   |   Swap that K20Z3 into place and you'll be saying goodbye to whatever glorified emissions status the federal government says that CR-Z of yours qualifies for. But you'll have a minimum of 70 more horsepower, and 70 more hp always wins.


1. Showroom-Stock '16 Civic EX-T Coupe

K swapping the honda crz 16 civic ex t coupe Photo 12/16   |   K Swapping The Honda Crz 16 Civic Ex T Coupe

  • Cost: Turbo models start at $23,200, but you'll blow that whole $25K wad by the time you're done with taxes and fees.
  • Thrills: It's bone-stock and it's got the non-negotiable CVT transmission that your aunt loves. You do the math.
  • Reliability: A whip doesn't get any more reliable than a brand-new Civic that you haven't yet bungled up.
  • Driveability: You haven't gotten your mitts on anything under the hood yet. Of course, it's gonna be easy to drive.
  • Status: Turns heads because it's brand new. Go slow because it's got 174 hp and a CVT transmission.

2. 350hp Road Race CR-Z

K swapping the honda crz road race crz Photo 13/16   |   K Swapping The Honda Crz Road Race Crz

  • Cost: Set aside about $10K for the car, $6K for the K20A engine swap, and the rest for forced induction, suspension bits, and wheels and tires.
  • Thrills: You won't have this much fun in any other post-'90s Honda.
  • Reliability: $25K won't get you a built bottom end, which means tuning will determine whether or not you'll make it home.
  • Driveability: You won't pass a smog check, but you'll be faster than just about anything else on the road.
  • Status: It's the anti-hybrid and you want it.

3. BAR-Legal B18C5-Swapped '92-'95 Civic

K swapping the honda crz bar legal b18c5 swapped civic Photo 14/16   |   K Swapping The Honda Crz Bar Legal B18c5 Swapped Civic

  • Cost: Between $3-5K for a decent chassis, about $5K to make it something you'll want to be seen in, about $8K for the mechanical bits, and the rest for whatever JDM rims and knick knacks you know you'll be getting.
  • Thrills: B-series Type R-swapped Civics might not be as impressive as they were 15 years ago, but it's hard to argue with 195 hp that the smog police say you can have.
  • Reliability: Do it right and it'll give you as much trouble as the stock D-series would.
  • Driveability: Do it right and you won't know anything's been done under the hood until you mash the throttle.
  • Status: A rare and unique take on the Civic that Japan said you couldn't have.

4. K-Series Type R-Swapped '96-'00 Civic

K swapping the honda crz k series type r swapped civic Photo 15/16   |   K Swapping The Honda Crz K Series Type R Swapped Civic

  • Cost: Between $3-5K for a car that hasn't been mangled, about $5K to make it something that won't embarrass you, about $10K to put together the K20A Type R puzzle, and the rest to make it look as good as it is quick.
  • Thrills: It's about the fastest stock-engined Civic you'll be able to put together.
  • Reliability: Stock Honda engines are reliable no matter what car they've been plucked from or stuck back into.
  • Driveability: Sort out things like A/C, power steering, and the right ECU and you'll have yourself one of the most daily drivable-capable swaps around.
  • Status: There's no other way to go this fast in stock-engined a Honda.

5. 600hp '94-'01 Integra GS-R

K swapping the honda crz integra gsr Photo 16/16   |   K Swapping The Honda Crz Integra Gsr

  • Cost: About $5K for the car, about $3K to make it not look like it did on Craigslist, and the rest for that built bottom end, custom turbo setup, and standalone engine management system. You'll blow past that budget if you aren't careful or if you decide to not do any of the work yourself.
  • Thrills: It's faster than anything you've ever owned.
  • Reliability: Reliability shmiabilty.
  • Driveability: Do you want to go fast or do you want to make your grandmother happy when you schlep her to the podiatrist?
  • Status: You're faster than just about anything else on the road. Status doesn't matter.


HASport Performance
Phoenix, AZ 85040
Torrance, CA 90503
Jackson Racing
Yorba Linda, CA 92887
By Aaron Bonk
417 Articles



In terms of project car building, some might assume that working for the Super Street Network and dealing with cars like this long-term 1992 Honda Civic VX hatchback means spending multiple days of the week wrenching away and making progress. The reality is, as much as I’d love to be able to do that, my
RodrezNov 16, 2020
Project K24's suspension gets an update courtesy of Fortune Auto, PCI and Circuit Hero
RodrezOct 22, 2020
We give you the quick rundown of how to troubleshoot suspected boost leaks.
Scott TsuneishiOct 22, 2020
For those who enjoy the audible, haptic feedback that comes from a snickety aftermarket shifter kit Hybrid Racing's Short Shifters offers the most diverse, innovative approach we've seen thus far from a bolt-in system.
RodrezOct 1, 2020
A step-by-step guide to knocking out parts powder coating projects in your home garage
Scott TsuneishiSep 17, 2020
Sponsored Links