lol cp are the best

any drag import making 500+ hp will most likeley have CP pistons

 

those pistons are schweet!

I dunno if I'll ever have a build on my fit that runs enough boost to need 9:1 compression, but it sure is a step in the right direction!

I wonder if we'll see some forged high compression pistons any time in the future...

Can anyone say 13:1 compression all-motor fit?

 

if you ran these forged pistons would the connecting rods be able to take the abuse?

 

thats the next weak link.... i know the crank will take it ive seen H B and K series cranks take well over 600. so honda knows what to do when it come to cranks but we deff need some H or I beam rods.

 

which style of connecting rod would you say is stronger?
how much power can the d series motor crank take because that is more like the l15 motor.
someone really need to make a cam and valve train for the fit. so many people would get it.
does anyone make a high compression piston? i know j's racing fit with the l15 is running high compression pistons but are they protos or production?

 

pistons and rods are cheap and easy to install....its the cylinder walls i would worry about....ive poped many a d series motor....the cylinder walls couldnt take increased pressure for very long...the cylinder walls would crack before you took out the crank
to bad these fit motors are not more like the b or k series...i have quite a few of both doing 500whp daily driven on stock block with pump gas...
another issue would be the cylinder head lifting with the increased cylinder pressure....need to see if arp makes headbolts to keep the head down tight enough to keep the headgasket from going...i would imagine the l15 could handle around 300whp daily driven with arp headstuds pistons and rods...after that the cylinder walls would go...would need iron sleeves put in...

 

how much pressure do the d series cylinder walls take before breaking?

 

I see one way to find out...

Who's gonna donate their L15 block for a piston and turbo transplant... so we can run it til it 'splodes!

 

look for a wrecked fit and steal the l15 from it. then connect a t88 turbo so we can find out quickly.

 

after 16psi they became a ticking time bomb....some would last a couple months some would last a few pulls on the dyno....there is a lot of factors not just psi on the intake charge....intake charge temp...timing...quality of the fuel....spark plug temp...cam duration and lift...compression ratio....i could go on and on.....i could run a ton of boost on them with little to no timing but then they wont make much power so whats the point....basicly peak cylinder pressure is what you need the ability to measure....and in cylinder pressure sensors are not cheap...
run a motor even with a little bit of boost and to much timing and peak cylinder pressure will go through the roof....boom

 

you'd have to SPOOL that bitch first..

LOL imagine running the quarter with that -- you'd slam through 1st and 2nd, and then at the top of 3rd you'd boost so hard the explosion would LAUNCH you across the finish line in 10 flat!

 

if you guys want to buy an L15 to experiment on, talk to towelie. i think he is planning a k swap soon.

 

i know it is more complicated than just figuring out how much boost it will take.
im just wondering on the information on the d series motors because they are the closest thing to the l15 motor. skunk2 was running 15lbs rather safely on their fit. 22lbs is the maximum before explosion.

 

16 psi holy crap dude! In my little fit 6 psi is pretty extreme, and 10 would be outrageous to me. 16 would probably make me sh!t my pants.

but I hear you on peak cylinder pressure. Peak torque and HP also make the biggest impact when it comes to the rotating and reciprocating assemblies. I've been reading some of the other honda forums, and seeing reports of mildly built D's making nearly 300 HP in shells often LIGHTER than the fit...!

 

15lbs rather safely is a matter of opinion....i dont consider it running on 15lbs for a couple weeks or a month rather safely...long term testing would be required to see how the rods/crank/pistons/cylinder walls take to repeated abuse....metal fatigue takes time....thats why the d series would last awhile or not long at all at 18+ psi....most the time the cylinder walls would crack...a couple times the rod bearings got beat and locked and threw a rod....we would also need to find out what metal the rod and main bearings are made out of in the l15...some bearing are bi-metal and some are tri-metal...and oviously metal types will determine how much abuse the bearings can take....also the crank case is another factor and at what power levels will the mains start to flex is a huge factor...and of course what power levels will the crank start to flex...to many factors...

 

does honda release alloy information of their block, head, pistons, crank, and rods or is that a secret unless you get it tested? if i had the bills i would just have a custom titanium forging of all the internals and not have to worry about anything.

 

not that ive seen...titanium would be overkill but very cool....for 99% of people good pistons H beam rods and iron sleeves are more then enough...the main problem is the head doesnt flow very well...youll reach a limit on cylinder charge because of the head...which means the motor wont ever do huge impressive numbers...ive had customers with b series motors that are boosted pick up over 50hp at same boost level with a ported head...

 

a big differance in a couple of the b series motors is how big the ports are from the factory. i have seen custom ti pistons, connecting rods, crank, and valve train. i have yet to see anyone make a block out of full ti but i can see someone sleeving with ti. i wish a company would do the r&d on the l15 head so we know how much we are allowed to open it.

 

they make sonic measure gauges to see how thick the walls in the ports are...realisticly someone needs to port out a head and see how much we can really take out...i wonder if we could get tom at portflow to use his cnc equipment to port and map out the ports to see where and how much we can remove...or give joe at alaniz a head and see what he comes up with....most of your hp gains are going to come from bowl work and valve job...
the other issue is...once you go to all the trouble and work on the L15 you could have a k droped in and called it done...boosted k with rods and pistons on a stock head will do well over 600hp

 

if you port the combustion bowl will that lower the compression much?
i have some x-ray equipment at my shop but its too big to put inside the ports to test thickness. plus i really dont want to tear off my head just to see how thick the ports are. maybe i can track down a wrecked fit and get that head and test on it.

btw: apparently i spend my life on fitfreak now. hmmm....