MAPerformance Project SI Build Thread Extravaganza!

  1. MAPerformance

    MAPerformance Senior Member
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    #1 MAPerformance, Sep 7, 2018
    Last edited: Sep 12, 2018
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    Hey everyone! OK, I admit, this post is a bit late to the party. But things here have been moving so fast with this platform, that I just simply forgot that I wanted to do this. This thread is here to show you folks a behind the scene documentation of the all the product development, as well as trials and tribulations we encountered along the way. All the tuning, wrenching, welding, and breaking things. It's going to be a fun ride! Let's get onto it.

    Chapter 1:

    Objective: To generate compelling products and support for the new series of turbocharged Honda engines and platforms.

    Overview: To accomplish the above objective, we opted to start with the Civic Si. There are several key reasons that lead us to select the Si over the standard EX model.
    • We felt that enthusiasts would more quickly adopt performance modifications given the sportier optioned vehicles.
    • At the time of the original decision, no major company manufactured a compatible exhaust and we wanted to step up to the challenge of the center exit design
    • Not many “Legacy” Honda companies have adopted the 1.5t platform and therefore, the community needed more products to support their platform of choice.
    • Many technical aspects of the engine have not yet been uncovered, allowing us the ability to increase our knowledge and experience while learning about a new engine.

    Now that we have acquired the car, it's time to put it on the rollers and get some base line testing done!

    The factory SI is rated at 205 hp, and 192 lb/ft of torque at the crank. Surprisingly, these cars do seem to be a bit underrated from the factory, assuming the average 15% drive train loss typically found on a FWD platform. In stock form, our SI put down 200.6whp, and 195.9 wtq using our Dynojet dyno. Now that we have a good base line, it's time to see what we can do tuning wise, using completely stock hardware. There are two popular tuning options for these cars. Hondata, and K-Tuner. Ultimately, we decided to support both. This gives the customer an option to chose either option depending on their preference. After a few days of dyno and street tuning, here are the results we got on our bone stock SI using the K-Tuner with 93 octane fuel:

    Dyno_Screenshot_-_MAP_Civic_SI_OTS_Maps_-_Stage_1_Compilation.png

    Civic Si Stage 1 Beta OTS - Normal Mode: Max Power: 210.85 Max Torque: 246.20
    Civic Si Stage 1 Beta OTS - Scramble/Sport Mode: Max Power: 218.56 Max Torque: 256.98
    Civic Si Stock: Max Power: 200.62 Max Torque: 195.92

    As you can see, the peak numbers don't look extremely overwhelming, but there is a significant improvement in the mid range power and torque. This feels awesome on the street, in my opinion. Which brings us to our first hurdle. During the tuning session, the factory clutch was starting to slip on the last few pulls. It was obvious at the time that if customers plan to run even a "Stage 1" tune, an aftermarket clutch is going to be needed. Especially to support any more power in the future, which we plan to throw at it ;)

    We decided to go with the Clutchmasters FX250. This clutch should provide stock like pedal feel, with added torque holding capacity that we need. Now that we have a stronger clutch in place, it's time to start R&D on our hard parts (intake and downpipe), and "Stage 2" tuning to support them.

    We first started with the intake. As always, we wanted to continue with our traditional way of fabricating. Made in house in our facility located in Cottage Grove, Minnesota, using a CNC cut MAF housing, US made 304 stainless steel, and welded by some talented, sexy fabricators. We opted for a clever press method in which we were able to expand the tube to the correct internal diameter of the factory MAF housing design. This eliminates the need for a bulky, pricier billet piece coupled with silicone connectors to form a single, hydraulically efficient design.

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    With the intake ready and installed, we can now begin working on the down pipe. We wanted our downpipe to be able to work with the stock heat shield, and still have room for the optional GESI cat. As with the intake, our downpipe is hand made from 3" 304 stainless steel, using CNC flanges, and a one piece mandrel bent tube. This also allows us to provide a lifetime warranty with all of our fabricated components. We are also going to include new turbo to downpipe studs just in case one were to break off. We found it was easier to simply replace them before installing the downpipe. These will be available in raw stainless, or ceramic coated.

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    ******STAAAAGE TWO TIMEEEEEE******

    The Civic X is now equipped with our intake, 3" catless downpipe, and K-Tuner V1.2 using 93 octane. It's time to strap it back on the rollers, and begin the Stage 2 tuning process! During these runs, the OEM cat back was still in place.

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    During testing, we found that with the stock tune, K.Control was increasing over a few runs (indicating tune/timing is too aggressive), so the power level was highest for the first run. But by the time K.Control increased from a default of 58%, to a stable 65% over the course of a few runs (inducing more timing reduction), therefore the power is lower each run. With the addition of our intake and downpipe, coupled with our Stage 2 tune, we found the K.Control was decreasing over a few runs from the default 58% down to 55%, indicating the original/prescribed tune/timing has headroom for the ECU to increase power. As such, the power level increased each run until it stabilized around 55%. All runs were done on the same vehicle, same fuel, same day/conditions etc.

    Dyno_Screenshot_-_Civic_SI_Stock_vs_Hondata_OTS_vs_Beta_Stg_2_Sanity_Check.png



    I suppose this is a good time to call it a day. But make sure to subscribe to this thread, as we have a lot more exciting development coming soon ;)

    Thanks for reading!
     
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  2. OP
    MAPerformance

    MAPerformance Senior Member
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    ***Intake update***

    During the beta testing phase, a customer reached out and was wondering if we had a smaller filter for our intake system. I will admit, our filter is on the hefty side, but it works great with the 6" velocity stack that we incorporate. This combo has worked very well for us in the past with previous intake designs. But we figured this would be a great opportunity to really find out if filter size, and design can actually make a difference. We went ahead and tested three filter sizes. Essentially, big, medium, and small.

    We did our best to ensure all test runs were as similar, and as realistic as possible. All runs on the same day, with no changes to our OTS Stage 2 file.

    Coolant temp- 175 degrees
    Starting IAT- 62 degrees
    KControl- 58

    To our surprise, run after run, it was confirmed that the larger filter had repeatable gains over the other filter options of around 7-9 whp. Thus, we have decided to continue production of the intake with the larger filter.

    * Large Filter Scramble Mode - Single Run: 230hhp/271tq
    * Small Filter Flat Top Scramble Mode - Two Runs, both lower on power and tq: 220hp/263tq and 218hp/259tq
    * Small Filter Cone Top Scramble Mode - Two runs, both lower on power and tq: 221hp/263tq and 215hp/259tq

    Re-Upload "Final Final v2.5" tune for sanity check

    * Small Filter Cone Top Scramble Mode - Two Runs, still lower on power and tq: 219hp/265tq and 219hp/264tq
    * Large Filter Scramble Mode - A few more runs in quick succession - more similar to original Power: 228hp/272tq, 221hp/264tq, 222hp/269tq.
    * Large Filter Scramble Mode - After a quick cooldown, similar power to original again - 227hp/272tq



    Stay tuned for more progress!
     
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  3. OP
    MAPerformance

    MAPerformance Senior Member
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    *Reserved for future progress!*
     
  4. OP
    MAPerformance

    MAPerformance Senior Member
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    *Reserved for future progress!*
     
  5. MavicTB

    MavicTB Senior Member

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    NICE! I noticed the filter being large on mine but figured it was to accommodate the velocity stack as you mentioned. Glad to see it is for reason. Also those photos look familiar ;)
     
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  6. OP
    MAPerformance

    MAPerformance Senior Member
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    Absolutely. Very early on, we received some feedback from some important members here... and they had concerns about the filters being too large... which prompted testing to determine what was really needed or what was most... well... conducive to hydraulic efficiency.

     
  7. OP
    MAPerformance

    MAPerformance Senior Member
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    Obviously, it's been a few months since we last posted up about our Civic progress. There is a lot of ground to cover, as we have done a lot of development both towards the end of racing our car AND with the intent of either developing or improving products for the platform. To keep the continuity of this thread on track, I will try to keep updates in line with anything we did to our car prepare it for the 2019 race season.

    When this build thread left off, we had extracted some pretty impressive results with the addition of our downpipe, and intake, netting 30.77 peak HP and a whopping 71.82 peak torque. Obviously, we had to replace the clutch well before stage 2 was even completed and this is where we sat almost a year ago... namely, a fun, enjoyable daily cruiser with all of the amenities of a modern car, but more of the torque and HP we would expect from a modern turbocharged car with obviously sporty heritage.

    It was around that time when we decided we wanted to get the car to the track and try our hand at drag racing this car. Our next series of concerns revolved around air flow... we knew we needed more turbo and we knew we needed the charge air to be cooler more efficiently so we started with the intercooler.

    Design objectives were as follows:
    • Core size and fitment appropriate for a wide range of turbo sizes to accommodate a lot of CFM variation
    • Our own billet end take design
    • Completely compatible with stock/OEM piping connection locations
    • Excellent performance and durability
    As we are not strangers to building intercoolers, we actually have custom intercooler cores produced for us, to our specification. This particularly intercooler core was selected for size and performance capability as we had previously used and tested it on another platform with great success. The core is not so big is to promote unnecessary pressure drop but it can support an estimated 450WHP.

    DSC_7504.jpg
    Next, we took to designing the end tanks. Our end tanks are actually designed and machined in house here at our facility in Cottage Grove, MN. These end tanks are machined from billet aluminum and carefully tig welded by our master fabricators before being polished and packaged for delivery.

    DSC_7505.jpg
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    This particular intercooler design is the same intercooler that powered our Honda during our 2018 drag racing season. Please feel free to comment... ask questions or let me know if you have any feedback! These will be ready to ship very shortly but please, keep checking back for more updates as we have a lot of new parts and information to share!
     
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  8. givemeadollar

    givemeadollar Senior Member

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    Looking great, any idea as to when it will be available?
     
  9. OP
    MAPerformance

    MAPerformance Senior Member
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    In theory, I could start taking orders right now... but to avoid issues, like what we experienced with the release of the exhausts, I would rather be over prepared... I have them on the queue to be produced, now... and I will keep everyone in the loop, but the hard work is over.. jigs, ETC are done and we will have these capable of shipping shortly!

     
  10. givemeadollar

    givemeadollar Senior Member

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    Awesome, definitely let me know when they are ready to ship
     
  11. OP
    MAPerformance

    MAPerformance Senior Member
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    I think you are going to be pretty stoked about the number of new things that are coming out soon!
     
  12. OP
    MAPerformance

    MAPerformance Senior Member
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    I have some exciting updates for you as we continue our world record ET and horsepower chase. While we haven’t made it to the track, yet, I am excited to announce that we have beat and currently hold the world record for the highest horsepower 10th gen 1.5t powered Honda Civic. Our car holds this record on the stock bottom end, tuned on the stock ECU and is running fuel available at our local gas station. Stay tuned for a demonstration and the final numbers… but before we give away all the secrets, let’s get you caught up on how we got where we are right now.

    Image_from_iOS_18.jpg


    When we left you, last time, we were putting the finishing touches of the turbo kit together, installing and setting up the suspension and brakes and making accommodations for the Belak wheels and tires.


    turbo_kit.jpg

    Over the last couple of weeks, we have been hustling hard, to put the finishing touches on our prototype turbo kit. Currently, our car is set up with a Garrett Gen2 GTX3071R which we intend to use to really push the power expectations of the platform as high as we can with the amount of room this engine bay has to offer and as you can probably tell, we have everything really show horned under the hood, utilizing every available amount of space we can as efficiently as we can. As we mentioned in our last video, we want to be able to offer a wide variety of turbo sizing options to suit our customer’s needs… this turbo is probably a bit on the large side, in terms of lagginess, but development for this size allows us to easily work back towards the smaller size Garrett turbos to present our customers with a powerful combination of performance and minimal lag.

    Once we felt we had enough turbo to aim for records, we decided that we needed to wrap up the install of the Fortune Auto 510 series coilovers. We got the height dialed in where we wanted it, and took the time to align and corner balance the car. Obviously, to make records, we want to take advantage of every adjustment we can that will give us an edge, and these are the kinds of suspension adjustments available to help us control weight transfer… in the hopes of getting us off the line and out of the hole quicker.


    With that in mind, we also put together a handbrake to help us stage the car. This will help us reduce the shock to the driveline during launches and staging. This kit is easy to use, easy to engage and is plumbed into the stock brake system in a simple way that allows for the easiest install and bleeding possible.


    So now that you know what we have been working on over the last couple of weeks, I bet I can guess the question that is on everyone’s mind, namely “How do we plan on making more power when everyone knows that the fuel system is the biggest roadblock to making serious power”?


    To anyone that asks that question… make sure to give yourself a gold star. Since day one, this platform’s small 1.5 turbo charged engine has been proven as a surprisingly power hungry engine that has been full of surprises, but when it comes to making anything over 400HP to the wheels, the fuel system has proven, even in the most capable of hands, to have been the biggest obstacle to overcome. I’m proud to say, the days of being held back are over and I would like to talk about how we were able to overcome our fueling issues.

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    Step one… add more lift pump. We went to the drawing board to develop a simple to install low pressure fuel pump solution intended to be easy to install for casual enthusiasts with minimal tools. Using a high pressure, high flow Walbro 450 LPH pump, we were able to substantially increase the fuel flow through the fuel system to allow for additional injectors without worry about the direct injectors starving for fuel.
    billet_spacer.jpg

    Step two, add more injectors… to do this, we developed an easy to install billet spacer designed to optimize the fuel injector nozzle position in relation to the intake track. With only hour or two of time, and some basic hand tools, you can install this spacer and injectors and plumb the fuel rail into the fuel system with our supplied lines.


    Step three, add a means to control the fuel… this is where the magic happens and since this a prototype kit we are using for testing, I will just say that our intent, with this kit, will be to be able to supply an affordable, but user friendly method for tuning these additional injectors. Over the coming weeks, we will be working hard to finalize the details of how this will plug into the existing car and be mounted… but rest assured, we will be doing everything in our power to keep everyone informed as developments occur.


    So now that you know a little bit about the car, let’s take a look at what it can do on the dyno...and for everyone that might want to ask… our Dyno is an industry standard Dynojet 424x which is basically two state of the art 224x’s paired together and are capable of measuring 1500 plus all wheel horsepower. The outdoor temperature is 87 degrees with 33% humidity. Let’s see what we are able to get out of this little screamer.

    Screen_Shot_2019-05-31_at_8.12.22_PM.png


    There you have it. 513 peak HP to the wheels with 379 ft lbs of torque! WOW… let’s hope that is enough! Once again… this is a stock bottom end vehicle(Meaning stock pistons, stock rods, stock block, stock crank, an unopened stock shortblock), running fuel available from the local gas station(Roughly E60 at the time of this video), running a stock ECU making that power. Now there is a supplemental controller that is required to operate the injectors, to be completely fair, but the stock ECU is really running the majority of the show.


    As you can probably tell, excitement is really ramping up, here as we get this car loaded up and ready to go down the track. Make sure to like and subscribe to stay tuned for our next big
     
  13. Hondanickx

    Hondanickx Senior Member

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    Great results guys! I assume the head isn't stock anymore ?
     
  14. OP
    MAPerformance

    MAPerformance Senior Member
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    just a mild port and springs and retainers
     
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  15. Hondanickx

    Hondanickx Senior Member

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    Ok great .About the air filter test where all the filters tested with a Velocity stack or only your big Filter ?
     
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