Bisimoto quest for the world's first boosted GK
#81
I am a bit confused to your 30whp comment. The factory fit makes 130hp (113whp) to the crank, and I was able to extract 151hp (129whp) with modifications, which did not involve manipulation of the factory ECM. Exhaust mods, indexing of spark plugs, and advanced synthetic lubricants (yes, oil is performance adder) where my changes to the spec Bisimoto Fit.
NGK Iridium Spark Plugs
PurOl "Elite Series" Synthetic Motor Oils
Since it says you used 'Oils', I take it you used the PurOl oil in your engine as well as your CVT (PurOl HCF-2 CVT fluid). Is this correct?
I will be ordering some 0w-20 Amsoil oil and Amsoil CVT fluid later today.
#82
No need to cut or modify anything, with the pulse chamber. It is much lighter than the factory muffler (bonus), and comes complete with all hardware and bolts. Thanks.
I will provide more clarity, somewhat redundant:
I am a bit confused to your 30whp comment. The factory fit makes 130hp (113whp) to the crank, and I was able to extract 151hp (129whp) with modifications, which did not involve manipulation of the factory ECM. Exhaust mods, indexing of spark plugs, and advanced synthetic lubricants (yes, oil is performance adder) where my changes to the spec Bisimoto Fit.
In addition, it is apples to oranges to compare multi point (port) fuel injection to direct cylinder injection as the requirements for fuel (power and safe lean economy) change dramatically. With DFI, you could run as lean as 14.0:1 in boosted applications, and as lean as 17:1 in cruising for optimal economy...safely, I may add. The "plume" formation in the combustion chamber, aided by the unique DI friendly piston top shape, also lends to this phenomenon.
With that in mind, this is what a factory GK fit depicts:
You could even clearly see the torque depressions in the lower RPM ranges due to relatively "richer" mixtures, and the VTEC crossover up top. The iVTEC also has some pronouced effects.
I hope that helps, and clears up any misconceptions.
I will provide more clarity, somewhat redundant:
I am a bit confused to your 30whp comment. The factory fit makes 130hp (113whp) to the crank, and I was able to extract 151hp (129whp) with modifications, which did not involve manipulation of the factory ECM. Exhaust mods, indexing of spark plugs, and advanced synthetic lubricants (yes, oil is performance adder) where my changes to the spec Bisimoto Fit.
In addition, it is apples to oranges to compare multi point (port) fuel injection to direct cylinder injection as the requirements for fuel (power and safe lean economy) change dramatically. With DFI, you could run as lean as 14.0:1 in boosted applications, and as lean as 17:1 in cruising for optimal economy...safely, I may add. The "plume" formation in the combustion chamber, aided by the unique DI friendly piston top shape, also lends to this phenomenon.
With that in mind, this is what a factory GK fit depicts:
You could even clearly see the torque depressions in the lower RPM ranges due to relatively "richer" mixtures, and the VTEC crossover up top. The iVTEC also has some pronouced effects.
I hope that helps, and clears up any misconceptions.
I am glad to finally see this done with the fit after the crz, could the fit be pushed even more with higher grade internals ?
I was not able to find any video on this boosted fit is there any footage out yet??
#83
Very good information. In the SEMA Modifications thread, it lists this -->
NGK Iridium Spark Plugs
PurOl "Elite Series" Synthetic Motor Oils
Since it says you used 'Oils', I take it you used the PurOl oil in your engine as well as your CVT (PurOl HCF-2 CVT fluid). Is this correct?
I will be ordering some 0w-20 Amsoil oil and Amsoil CVT fluid later today.
NGK Iridium Spark Plugs
PurOl "Elite Series" Synthetic Motor Oils
Since it says you used 'Oils', I take it you used the PurOl oil in your engine as well as your CVT (PurOl HCF-2 CVT fluid). Is this correct?
I will be ordering some 0w-20 Amsoil oil and Amsoil CVT fluid later today.
Footage coming soon: as soon as I get them back from touring dealerships.
Back to the thread:
Engine pulled, and ready for surgery:
Cam covers off:
Head off:
...notice the "crater" in the piston to assist in creating the ideal plume for the direct injection system. That would be elimnated for my retrofit to multipoint fuel injection.
Meanwhile, my team was prepping the chassis, and building the 6 point cage:
Cage Dropped, for full 360 degree halo welds:
More to come.
#84
My gearbox is a 6 speed, and yes, I use PurOl Elite Synthetic 0w20, which, is vastly superior to the beand you mentioned. You should give it a try and become as excited as I was when I compared the two.
Of course.
Footage coming soon: as soon as I get them back from touring dealerships.
More to come.
Of course.
Footage coming soon: as soon as I get them back from touring dealerships.
More to come.
Do you know what numbers in weight reduction we are looking at compared to stock?
I am also curious what the suspension is like with it being lowered, compared to stock, I like the lowered look but I am not sure how comfortable it would be?
Cant wait to see footage !
#85
Ill attest to oil as being a performance adder. My car ran better quartermile times after 2 changes of honda dealership black bottle oil, and third change got Mobil1 AE 0W20 with a Zinc additive tossed in. Took one or two full fuel tanks worth of driving to really shine.
#86
What were your before and after 1/4 mile times that you got with only a change of motor oil?
#87
Im pretty sure the oil adjustment was before installing the custom velocity intake and also before finishing the exhaust (I believe it was weaponR decats with stock exhaust).
I put put rough estimate of before at 16.7 and after oil took effect (roughly 4-500 miles of driving) I think it yanked it down to a 16.62 or so.
I run consistently with my car, One of the nights where I had not changed anything in the car for over 1,000 miles, I ran 9 or 10 runs all within 0.15 of each other. This was after 6-7 runs where everything was getting full heatsoak, tires were where they were gonna be (pressure, heat, traction), ecu probably made its own adjustments, etc...
My fastest run ever was much better, but I may now not get a chance to see the 15s, as good paying jobs are not in my area and available (currently unemployed)
#88
Im pretty sure the oil adjustment was before installing the custom velocity intake and also before finishing the exhaust (I believe it was weaponR decats with stock exhaust).
I put put rough estimate of before at 16.7 and after oil took effect (roughly 4-500 miles of driving) I think it yanked it down to a 16.62 or so.
I run consistently with my car, One of the nights where I had not changed anything in the car for over 1,000 miles, I ran 9 or 10 runs all within 0.15 of each other. This was after 6-7 runs where everything was getting full heatsoak, tires were where they were gonna be (pressure, heat, traction), ecu probably made its own adjustments, etc...
My fastest run ever was much better, but I may now not get a chance to see the 15s, as good paying jobs are not in my area and available (currently unemployed)
I put put rough estimate of before at 16.7 and after oil took effect (roughly 4-500 miles of driving) I think it yanked it down to a 16.62 or so.
I run consistently with my car, One of the nights where I had not changed anything in the car for over 1,000 miles, I ran 9 or 10 runs all within 0.15 of each other. This was after 6-7 runs where everything was getting full heatsoak, tires were where they were gonna be (pressure, heat, traction), ecu probably made its own adjustments, etc...
My fastest run ever was much better, but I may now not get a chance to see the 15s, as good paying jobs are not in my area and available (currently unemployed)
#89
Whatever you did to eliminate this, I REALLY need to know now. If you sell this piece or you are just willing to share this info, please advise. I am trying to have a piece that eliminates the cats installed as I'm typing this now. Thanks for ANY information.
#90
Thanks
#91
That is a factory based team, with possible ECU access...not a privateer. Obviously a team much bolder than me, as at a boosted 189whp, I would be terrified, based upon my failure analysis, of the factory L15B1 rods. The stock rods yield at very low cylinder pressure values in comparison to the rods of the past. With the new earth dreams criteria, it makes sense. Mass/weight is the enemy.
Right here:
At 113whp, and approximately 100ft/lbs of torque, it is an impressive 1500cc powerplant.
The above is the air fuel ratio chart of the full sweep. At partial throttle, the ratios hover in the 15.1 to 14.8: 1 range. I see tons of opportunity for a flash to provide improved mileage...and power in the full power regions.
Right here:
At 113whp, and approximately 100ft/lbs of torque, it is an impressive 1500cc powerplant.
The above is the air fuel ratio chart of the full sweep. At partial throttle, the ratios hover in the 15.1 to 14.8: 1 range. I see tons of opportunity for a flash to provide improved mileage...and power in the full power regions.
#92
Looking through some stuff earlier and not sure if anyone's seen this or not:
Bisimoto Pulse Chamber, 2015+ Honda Fit | Bisimoto Engineering
Bisimoto Pulse Chamber, 2015+ Honda Fit | Bisimoto Engineering
#95
Mr Bisimoto... I'm thinking of doing a small T25 turbo @ 4-5 lbs of boost just to give it more balls. Is this doable without tuning and maybe running the Acura RDX 410 cc injectors? Also, will you be selling a catless downpipe for the GK5. I removed the Secondary cat and noticed a substantial difference in power along G with a custom 2 1/2" exhaust going I to a stock civic SI muffler. A catless downpipe would be great till I get the turbo setup ready. Please advise. Thanks
#96
Greetings,
Just wanted to share my love for the new 2015 Fit, and the crazy project coming out of our stables.
I have always had love for the Civic WagoVan, and built a 724whp one a few years ago to prove a point.
The fit has a similar feel for me, and I plan on building something powerful, reliable, and not as laggy as the wagon from a few years back.
My racing background focused mainly on naturally aspirated powerplants, and hence, I have tested, and developed a few goodies for the new GK5 platform. Contrary to belief, this powerplant has tons of potential...one I plan on exploring.
My base vehicle is a black 2015 EX, with a 6 speed manual:
Very quickly, the chassis (after baseline dyno testing) experienced an interesting teardown session:
The interior was not spared....with eyes on a race spec steel rollcage:
As an engineer, I take my builds very seriously, despite the base vehicle. My team and I can even test many of the parts using FEA and CFD analysis. Here's the laminova intercooler air velocity and vector chart at approx. 1200CFM.
More to come!
Just wanted to share my love for the new 2015 Fit, and the crazy project coming out of our stables.
I have always had love for the Civic WagoVan, and built a 724whp one a few years ago to prove a point.
The fit has a similar feel for me, and I plan on building something powerful, reliable, and not as laggy as the wagon from a few years back.
My racing background focused mainly on naturally aspirated powerplants, and hence, I have tested, and developed a few goodies for the new GK5 platform. Contrary to belief, this powerplant has tons of potential...one I plan on exploring.
My base vehicle is a black 2015 EX, with a 6 speed manual:
Very quickly, the chassis (after baseline dyno testing) experienced an interesting teardown session:
The interior was not spared....with eyes on a race spec steel rollcage:
As an engineer, I take my builds very seriously, despite the base vehicle. My team and I can even test many of the parts using FEA and CFD analysis. Here's the laminova intercooler air velocity and vector chart at approx. 1200CFM.
More to come!
Do you make any intake manifolds for the GD3?
Thanks!
#99
Nearly off topic, since the tech stuff here is way over my head and far beyond my financial means, but it seems to me the the turbo charged Civic 1.5 l engine is essentially the same as the stock 1.5 l Fit engine physically. For a less ambitious project, how easy would a direct swap be?