Originally Posted by Bisimoto (Post 1280031)

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.

Originally Posted by Bisimoto (Post 1280031)

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:

http://i4.photobucket.com/albums/y14...pskdu22xot.jpg

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.

Originally Posted by Myxalplyx (Post 1280108)

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.

Originally Posted by lakia5524 (Post 1280808)

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??:thumbups:

Originally Posted by Bisimoto (Post 1280917)

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.



http://i4.photobucket.com/albums/y14...psmxshkmxb.jpg


More to come.

Originally Posted by 13fit (Post 1281082)

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.

Originally Posted by Myxalplyx (Post 1281362)

What were your before and after 1/4 mile times that you got with only a change of motor oil?

Originally Posted by 13fit (Post 1281423)

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)

Originally Posted by Bisimoto (Post 1263294)

No problem whatsoever! No EGR or O2 codes...I did my "homework". It was not easy, but we were successful.

Originally Posted by Bisimoto (Post 1280917)

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.

Originally Posted by Bisimoto (Post 1263287)

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:


http://i4.photobucket.com/albums/y14...psdlalgwxv.jpg


At 113whp, and approximately 100ft/lbs of torque, it is an impressive 1500cc powerplant.


http://i4.photobucket.com/albums/y14...pstvaahmrd.jpg


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.

Originally Posted by Bisimoto (Post 1279954)

No worries. That translates to 180-200whp, without much margin for tuning error: no crazy detonation, over revving, or lean mixtures.

This is another photo that may shed some more light on how puny the factory rods are:

http://i4.photobucket.com/albums/y14...psotnuwz2n.jpg

Factory on top of Bisimoto!

Originally Posted by Bisimoto (Post 1262079)

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.
http://i4.photobucket.com/albums/y14...ps874a606b.jpg


http://i4.photobucket.com/albums/y14...stPwrDec09.jpg


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:


http://i4.photobucket.com/albums/y14...ps2e030c45.jpg


Very quickly, the chassis (after baseline dyno testing) experienced an interesting teardown session:


http://i4.photobucket.com/albums/y14...psfecb7b5e.jpg


The interior was not spared....with eyes on a race spec steel rollcage:


http://i4.photobucket.com/albums/y14...ps50a36a97.jpg


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.


http://i4.photobucket.com/albums/y14...ps5c74ceb2.jpg



More to come!