[Bisimoto]

The chassis setup uses a cable, and the trans is a hydraulic one. Hasport makes a mechanical conversion that actuates the hydo assembly mechanically. I hope that helps.

[Bisimoto]

I was out of the country on business, and just returned this week. After the break-in with the Torco TBO on our Dynapack dynamometer, we drained the dirty break-in oil, and filled up with Torco SR-1 Racing 10w-40 synthetic oil.



The TBO did an excellent job in scrubbing contaminants from the freshly built engine. Below is a picture of the Golden Eagle drain magnet after the break-in period.



A nice advantage of using the Dynapack dyno, is the keen advantage of having access to the “set speed” function: this allows a dyno operator to break in street and race engines by setting a predetermined RPM target, and varying the throttle accordingly. This also allows for impeccable tuning of partial throttle environments for the ultimate in drivability: a huge advantage over inertia-style roller dynos.



With some tuning, on my part using, the new AEM tuner software and the series 2 AEM EMS, we were able to extract an amazing 389.9 whp and 255.3 wtq at the Turbonetics RG-45 wastegate pressure of 13 psi!!!!



With numbers like this at low boost, on unleaded pump fuel, without the activation of the AEM water-meth kit, we are in for a great ride…and the possibility of exceeding our power goals! This example is a true testament of the reliable power that can be realized, if you choose the right parts for your build. With peak torque hovering in the 7400rpm range, and the horsepower at 8500 and still climbing, the Bisimoto level 3.6 camshaft was performing its designed duty.

I have some many items to attend to since my return to the US. I will try my best to come back soon and share some mid boost level runs, and share some of the issues we experienced with higher boost levels...and how we solved them.

[Robert]

Originally Posted by Bisimoto

I was out of the country on business, and just returned this week. After the break-in with the Torco TBO on our Dynapack dynamometer, we drained the dirty break-in oil, and filled up with Torco SR-1 Racing 10w-40 synthetic oil.



The TBO did an excellent job in scrubbing contaminants from the freshly built engine. Below is a picture of the Golden Eagle drain magnet after the break-in period.



A nice advantage of using the Dynapack dyno, is the keen advantage of having access to the “set speed” function: this allows a dyno operator to break in street and race engines by setting a predetermined RPM target, and varying the throttle accordingly. This also allows for impeccable tuning of partial throttle environments for the ultimate in drivability: a huge advantage over inertia-style roller dynos.



With some tuning, on my part using, the new AEM tuner software and the series 2 AEM EMS, we were able to extract an amazing 389.9 whp and 255.3 wtq at the Turbonetics RG-45 wastegate pressure of 13 psi!!!!



With numbers like this at low boost, on unleaded pump fuel, without the activation of the AEM water-meth kit, we are in for a great ride…and the possibility of exceeding our power goals! This example is a true testament of the reliable power that can be realized, if you choose the right parts for your build. With peak torque hovering in the 7400rpm range, and the horsepower at 8500 and still climbing, the Bisimoto level 3.6 camshaft was performing its designed duty.

I have some many items to attend to since my return to the US. I will try my best to come back soon and share some mid boost level runs, and share some of the issues we experienced with higher boost levels...and how we solved them.

NICE!!!! And I couldn't agree more about the Dynapack.

[Bisimoto]

Thanks for the kind words, Robert. It did not come without challange, however. During some of the lower boost runs, we experienced some bad misfire:



Tons of misfire near peak torque, where the engine is most efficient. This was on 91 octane only, with some conservative ignition timing numbers, and the water-meth disabled. How did we solve it?

GROUNDS. Grounds are extremely important. By moving the battery and chassis ground from the thermostat housing (like stock) directly to the head, and providing an additional 4 gauge ground from the chassis to the cam gear side of the head, the misfire was completely cured!

The public support with this build has been phenomenal, and we at Bisimoto Engineering thank you for all your well wishes, and questions via emails. A common inquiry was why we chose the Dynapack Dynamometer for our testing and development, and for this build. The first insight is the concept of direct measurement and the elimination of the tire/roller interface. On a conventional inertia style dyno, the operator would try to tune a vehicle, while measuring what the roller was doing instead; unfortunately the roller and the car are never doing the same thing. There is always some slippage, and some loss of power in the transfer, but how much that is being lost in both cases is unknown and variable. On a front wheel drive vehicle, this phenomenon can be exacerbated if the front wheels are out of alignment. If you can eliminate this source of variation in the system, you have much more precise and repeatable measurement. In addition to that, noise is greatly reduced (very important in high boost and high compression tuning in order to hear audible ping), safety is increased by a huge factor (no straps to break), the system is much smaller and easier to live with in a shop environment, and performing partial throttle tuning is very possible and simple, yielding excellent drivability and fuel economy to boot. How often does the average enthusiast drive, drift or road race at full throttle? So why do so many shops only tune for wide open throttle environments? Power sensitivity, is also key, as even a 0.010” gap change in the BKR8EIX NGK plugs, or turning the lights on show a difference.




We prepared for high boost tuning by upgrading to the Torco SR-5 20w-50 synthetic oil to protect vital engine components during dynamometer runs, and also replaced a faulty original idle control valve with a new one from the local Norm Reeves Honda dealership in Cerritos, Ca. With premium unleaded 91 octane coupled with the AEM water-meth kit and Gen 2 AEM EMS, I proceeded to increase boost levels in the tuning session from the 13psi wastegate. Amazingly, at 19psi, it made over 480 whp on the pump gas, water-meth combo, and the NGK plugs looked spectacular. Higher boost levels were explored, and at an amazing 38-40 psi max range, the Bisimoto Wagon hit an astonishing 708whp at 487 ft/lbs of torque!



I was not very pleased with the condition of the plugs after that pull, as there was slight specking of the NGK plug’s porcelain indicating minor detonation. This simply means that the combination of 91 octane and the Water meth combo is a stout setup when hovering around 30psi, and I would not recommend higher boost levels than that on this setup.


To solve this, we simply upgraded the base fuel to Torco 108 unleaded. With slight tweaking of the tuning map, the same boost levels and the Torco fuel on board, the power jumped to a crazy 724whp and 500 ft/lbs of torque, and the spark plugs looked phenomenal. Here is a conparison of the two curves: 91 octane + AEM water-methanol and Torco 108 + AEM water-methanol:



Avid turbo enthusiasts may balk at the boost curve, but we find this quite appealing. It allows for good gas mileage (we documented above 28mpg even with spirited driving) due to its wide vacuum/low boost region and gives decent traction until 6000 rpms are exceeded. With the AEMs boost-per-speed function, high rpm wheel spin has been tamed. The vehicle has also been setup for anti-lag at the race track, and builds a healthy 10psi at rest hovering around 5700rpms with the launch control function. This allows for nice buildup of boost, and keeps the boost levels up in-between shifts. The AEM EMS is simply marvelous.



We at Bisimoto Engineering, are very pleased with the result of this build, and the initial goals of the project were exceeded. Choosing the right components, with technology and impeccable tuning on your side, the amazing can be achieved. We plan on keeping you updated as we perform improvements to this setup...

[Bisimoto]

Some updates,
With all the fun on the dyno, coupled with numerous blasts on the street with 4 passengers (yes, people visit and ask for rides), the previous single disk clutch gave up the ghost. Now bare in mind that the Action 2MS is an excellent clutch for setups 600whp and lower, even in relatively heavy vehicles like our "full passengered" Bisimoto wagon.

Spec clutch came to the rescue with an amazing, and lightweight, twin disk clutch assembly, specifically manufactured for the D-series.



The construction is superb, the disks are made of a ceramic matrix, and of solid hub design. The attention to detail allows ease of installation (stickers like "flywheel side" and "clutch side" help the DIYer during install), and the steel flywheel is also appropriately lightened, which I simply love.



Eight pound flywheel...yes!!!



So, I removed the 2MS as she gave all she could:



Not so bad after tons of power runs on the Dynapack, and over 32 full throttle joyrides with friends and customers:



Weight comparisions. I would take a 2 pound rotating mass advantage, any day of the week!





Ready for installation:


In there!:


The kit came with specialized bolts for the flywheel and pressure plate. It is so cool to depress the pedal and hear the soft twin disk "chime" that is associated with multi-disk assemblies. The pedal pressure is not bad at all, and akin to heavy duty single diaphrams. After 500 miles of break in, the clutch assembly hooks like no tomorrow. Now, lack of traction is my friend...again.

I cannot wait to go to the track to test this vehicle out. Only if my busy schedule permits.

[Bisimoto]

Some hidden footage:
Exclusive Content…The unused Bisimoto Super Street shots… The Chronicles…ver.2 – A Honda Dedicated Blog/E'Publication