When Castro breaks open our ECU he's surprised to find the remnants of a Hondata system already installed, everything but the header, board, and correct EEPROM (there is an EEPROM in the computer, but its origins are unknown). Normally he'd have to solder in the socket on the 27256 slot, as well as the one in the 74HC373 slot, but those appear to be done already. He pops out the old EEPROM and gets cracking de-soldering the CN2 port for the header.
We should make a couple more points about choosing a proper ECU for an LS-VTEC motor. The P28 Civic EX/Si ECU is a single-cam computer, and as such needs to be reprogrammed for a DOHC motor. Additionally, some B-series VTEC ECUs require a knock sensor, and unless the computer has been reprogrammed not to look for one, one will have to be retrofitted into the LS block. Fortunately with aftermarket engine management, like the Hondata, we can take care of those things.
The header is soldered to pins one through four on the CN2 port (arrow). Our rock star tuner, Dr Barrios, reminds us to heat the part, not the solder. The solder will do its job on its own.
Finally the proprietary Hondata board is plugged in. Everything is buttoned up and we head to the dyno with the electronics.
First, some kinda bad news: we didn't get to use the Hondata. This project came together as the crew at Pro Street was hauling ass to make a NOPI race in the AZ, and we were behind schedule making a magazine deadline - it was essentially a case of bad timing. Had we just another day...
Still, what Castro was able to accomplish is pretty remarkable, given that these hybrid engines started off putting down 170, 180hp when they were first being done, and the LS motor untouched is rated at 140. Although we couldn't get a printout, the computer monitor for the Dynojet shows all we need to see: 211hp, 144 lb-ft of torque. More importantly, Castro hit the goal he set for himself at the outset and has shown why these combos remain so popular.