The L15B2 engine on the third-generation Fit has a power of 131 horsepower and 15.8 kilograms of torque (the wheel horsepower is also about 120 horsepower), which corresponds to a car starting with one ton. It already has good performance, and it only needs to upgrade the intake/exhaust, flash the ECU computer, etc., which is enough; some people think that Honda's sentiment is indispensable, so Spoon, MUGEN and other sentimental parts are available. Therefore, I believe that everyone has had various forms of contact with Honda Fit (GK) modification cases.
Although after the above-mentioned appropriate and light component upgrades, the new Fit is already very easy to drive and suitable for 90% of daily practical needs, but the remaining 10% of people are those who are interested in machinery. Hardcore gamers who have a persistent pursuit of performance. The 120 wheel horsepower is just the beginning. Thinking about turbineization is the right way to be on par with the L15B7! Therefore, when the author received the interview invitation, I did feel full of expectations. On the day of the interview at the store, from the appearance, this turbocharged Fit (GK) still maintains the original factory style (like it, I like this style, not ostentatious, restrained, and speaks with strength), and it looks good from the front. , so attractive. Looking at the rear of the car, it still retains the two "hole" style rear surrounds that are very unsightly. What?the?FXXX. In addition, the height of the body is also lower than that of the original factory. Correspondingly, the chassis part will also be changed. What's more, it is replaced with blood red 16-inch Rays Volk TE37 wheels, which look different from the white ones from a distance. The body color creates a sharp contrast.
Picture: There is no exaggerated large surround, no expanded front/rear fenders, no rear small spoiler design, and even the "RS" red mark on the front grille is omitted, it is still the same. Keep the original appearance.
Since the launch of the third-generation Fit (GK), I fell in love with the design of the front and rear of the car at first sight, but the shape of the rear and tail gave me room to think about it.
Picture: The original position of the fog lamp has been hollowed out and used as a brake ventilation design.
Picture: Compared with the white body, the first thing that caught my attention was the red 16-inch Rays? VOLK? TE37 wheels under my feet. Looking back later, the color of the red wheels still lingers in my memory.
Picture: Although the third-generation Fit (GK) is roughly similar to the second-generation Fit (GE) in terms of body size, from a distance the Fit (GK) looks a bit "smaller" after the body height is lowered. "Fat" direct vision.
Seems a little anxious? In fact, not really. After all, the essence of this Fit (GK) car lies in the turbine kit inside it (otherwise if it continues to be played by the public like this, it will only be said to be "boring" over time). Facing the original Fit (GK) L15B2 engine, the compression ratio is 11.5, the maximum horsepower is 131 hp/6600 rpm; the maximum torque is 15.8 kgm/4600 rpm, and the approximate speed range of 4600rpm "turns on TEC" (VTEC system starts to intervene) ...I believe you will all know it by heart. But if you want to install a turbocharger kit, you must carry out a series of optimization and upgrades to the engine components and peripheral components.
The first is the choice of turbine body. The store chose the more durable and stable TD-04 turbine produced by Mitsubishi. Currently, there are about three most common turbine body brands in the modification industry: Garrett Garrett (generally coded as GT), Mitsubishi (generally coded as TD) and IHI Ishikawashima Harima (generally coded as VF), as for the KKK (Kxx) turbine that is most commonly talked about by the car modification party, forget it , you think I discriminate against it or don’t like it, that’s it. Maybe it would be more suitable to put it in agricultural machinery, right? Generally speaking, Garrett emphasizes technological innovation, Mitsubishi emphasizes stability and durability, and IHI highlights extreme performance, so they have their own huge fan bases with different needs. But if you want to achieve actual power improvement, the size of the turbine end interface in the turbine body and the integrated exhaust cylinder head need to be installed in a certain degree. For this reason, the store made a self-made exhaust head section to solve the problem, and also Make your own intercooler intake pipe. At the same time, the ECU computer of Japan's HKS modified brand was used to set the turbine pressure value to 0.7-0.8 Bar. Faced with such a boost value, the original fuel injector can no longer do the job (continuously increasing the compressed air Increasing the air intake will lead to a leaner air-fuel ratio). For this reason, the subsequent modification project is to increase the injector size. Of course, the more popular method abroad is to reuse the injector of the K24 engine or directly find a different injector. A large number of modified products; on the other hand, it also reflects that the internal rigidity of the original 1.5-liter L15B engine also has good performance (can the tenth-generation Civic of the same family have more impressive performance?). Furthermore, in order to prevent the high-flow supercharged gas from causing certain damage to the throttle valve, the shop also installed an HKS intake pressure relief valve in the intake pipe for protection.
Picture: Among the three common turbine brands: Garrett, Mitsubishi and IHI, the store chose the TD-04 turbine produced by Mitsubishi.
In fact, it is not for any other reason. What matters most is its durability and stable performance, and this is also a major factor why the TD-04 turbine is widely used.
Picture: In addition, the shop made many self-made pipe parts during the entire turbo process. The red intake pipe seen in the picture is one of them.
Picture: The small-volume air collecting box configured in the pipeline can improve the air intake filling rate and relatively stable and smooth air intake volume when the accelerator pedal is repeatedly stepped on. In fact, there is a lot of knowledge in modification. The air intake determines the engine response.
Picture: The added HKS intake pressure relief valve can be used to protect the throttle when the throttle is closed (or understood as the throttle opening is reduced).
In addition, the exhaust part has also been specially replaced with a full-section exhaust made by the store. After considering adding a turbocharger, the exhaust gas volume will increase. Therefore, the exhaust volume of the original 1.5-liter L15B engine can no longer be used as the setting of the exhaust pipe size (the original exhaust pipe diameter is 42mm). For reference, in actual measurements, it was found that the diameter of the exhaust pipe was expanded to 61mm to improve exhaust efficiency. It should be known that the exhaust pulse and exhaust flow rate after the external turbine is inherently reduced. Once the exhaust pipe diameter cannot meet the upper limit, back pressure will be formed on the turbine exhaust side fan blades, and the natural power output will be greatly reduced. As for the upgraded exhaust pipe pipeline direction, it is compared with the original pipeline design, which can also simplify the subsequent loading process.
Picture: The exhaust gas volume of the engine will increase after the external turbine is installed, so the diameter of the homemade exhaust pipe will also be expanded, and the exhaust pipe diameter of approximately 61mm is sufficient to meet the above requirements. Exhaust requirements for small displacement turbine engines.
Picture: We often recommend in articles that car enthusiasts choose exhaust products carefully. This prudence is not about choosing a brand, but first planning which modification direction I am going to go. If I am going to get a mechanical add-on If the pressure is high, then the diameter of the exhaust pipe can be slightly enlarged. But if you are going to install a turbine, then the diameter of the pipe must be careful. It will be too thick and hollow, and too thin will not be enough. Changing the exhaust is really something that no one else has done but me.
Picture: What you see in the picture is the original ECU computer. The ECU computer that was later plugged into HKS was modified by intercepting the signals from the original ECU, thereby changing the ignition angle, injection duration, and even The timing of TEC's action is changed to match the intervention of the turbocharger.
In general, this Fit (GK) with an external turbine is not just about installing the turbocharger body, the surrounding reinforced parts also need to be in place. As for the power performance of the upgrade that everyone is concerned about, I have also consulted the store. Although I did not know the maximum torque value, the answer that the maximum horsepower on the wheel is 190 horses instantly made me do the math: I estimate that there are more than 200 horses. On-shaft horsepower, I'll give it a try...
In terms of heat dissipation performance, a water-cooled intercooler body (a relatively rare choice in the modification industry) is used to allow access to the inside of the cylinder. The air contains more oxygen to aid combustion. Although the heat dissipation effect of water-cooling is more effective than that of air-cooling, the weight factor is also something that needs to be considered. In addition, the engine temperature will increase relatively after the turbo, so the large water tank can have more coolant to exchange heat with the outside cold air per unit time, thereby improving the heat dissipation performance, so that the water tank cover will Choose a pressure value of 1.1 Bar, which is enough. In the oil section, an oil cooler is also added to provide a certain degree of help for the durability and lubricity of the turbo engine.
Picture: The enlarged water tank is used to solve the problem of high engine temperature after turbineization.
Picture: This is the oil return circuit for cooling the turbine body. After the oil passes through the turbine bearing, it returns to the general circulation. Later, it also flows through the oil cooler for circulation cooling.
Picture: Since the turbocharger system is installed externally, the oil cooler is an absolutely indispensable component. In fact, as long as it involves power upgrades, an oil cooler should be added. As for whether to choose a joint As for the thermostat, it depends on the degree of upgrade. Remember not to take this step lightly.
Faced with the power data of 190 horses on the wheels, modification and upgrade of the transmission part and chassis components are also indispensable.
In the transmission part, the original clutch was replaced with a Japanese Daikin (EXEDY) clutch to prevent slippage and low transmission efficiency after a large power increase. This turbocharged third-generation Fit (GK) is also equipped with CUSCO's LSD limited-slip differential. I believe that all track players are familiar with the use of this component, especially when approaching corners through the locking rate set inside the LSD (in addition to the common 1Way, 1.5Way, and 2Way, there are other different locking efficiency) to reduce the slipping phenomenon of the driving wheels and more effectively use up the tire's grip in extreme situations, thereby improving lap times. When used on ordinary city streets, it can also improve the grip of the driving wheel tires and reduce loss of control in rainy and muddy road conditions.
Picture: The coilover shock absorber kit is a project that many modifiers are very keen on modifying. However, if it is said to be a representative of improving the overall vehicle control, it would be too one-sided. After all, they want to improve There are many aspects involved in the overall vehicle handling.
As for the control level, the store chose to install BC? Racing-BR series shock absorber kits and matched them with front/rear anti-roll bars to improve the control performance accordingly. In the current understanding of many modification players, they believe that a single upgrade to a high-performance shock absorber kit is the representative of improving the handling of the entire vehicle. In fact, it is not the case. This can at best enhance the support of the body (larger spring K number) and slow down the rate of rolling. However, if the body rolls significantly (or when there is a horizontal difference in suspension height), there is no anti-roll bar. The suppression of self-deformation will lead to a decrease in tire tracking when cornering. For this reason, upgrading both at the same time and using them together will surely produce better results.
Picture: According to the author’s past knowledge, under normal circumstances, torsion beam non-independent suspension does not need to be equipped with rear anti-roll bar components, but it may be from the original third-generation Fit (GK) Due to the insufficient rigidity of the rear torsion beam's non-independent suspension, the shop installed a rear anti-roll bar component in the later stage to strengthen it.
As for the brakes, the original GK brake system is actually quite good, but after replacing the 16-inch rims, the only 260mm brake discs are really annoying. Since they have all been replaced, why not just replace them? Get a great brake kit. I believe this is also the way of thinking of modified car owners. Indeed, a good multi-piston brake kit can achieve higher braking efficiency. When paired with tires with better road grip, it can really be said to be twice the result with half the effort. Remember, a good braking system must be matched with good tires to be effective. I have seen many car enthusiasts whose braking systems often use six or eight pistons. The rims are 19-inch or 20-inch, but the tires are actually worn. Standard tires, why bother? If I were to simply compare caliper kits and high-performance tires, which one is more effective, I would definitely choose tires. After all, when braking, rolling friction and sliding friction are still relied on to stop the vehicle. There is no black technology in this common sense of physics.
TOYO?DRB tires are used on the vehicle. The single-guide design tire pattern and large-area tire blocks can add points to the handling and road holding, although it cannot be compared to the degree of heat. It is comparable to fusion tires and R tires (semi-hot fusion tires), but if it is placed on rainy days and slippery roads, the author would support car owners to choose TOYO? DRB tires, at least with several drainage grooves on the tread. And the pattern design can break the water film, so that there is enough braking friction to "save life" when braking.
Picture: The genuine TE37 is equipped with TOYO? DRB tires, which is a powerful guarantee for braking performance both visually and practically. AP? Racing? 500 brake calipers are equipped with 300mm brake discs. The combination also fully meets the demand for a vehicle weighing 1 ton.
The changes in the interior can be said to be very few. Only a Defi external instrument is installed on the center console to know the turbo boost value and detect the actual working conditions of the turbine body after it is installed in the car. Furthermore, the main driver's seat is replaced with a RECARO racing-style bucket seat. The depth of the bucket seat and the lumbar support on both sides provide good wrapping during intense driving. Secondly, a Sparco four-point seat is installed. Seat belts, compared to "original steering wheel with airbags", the author firmly believes that seat belts are the real safety protection on the track. There are not too many changes, so the interior is quite original.
Picture: Original interior, as it is! But it is a car that is included in the category of remodeled models (not convinced? I have an external turbine).
Picture: If the value is below "0", it is a Fit (GK); if the value is above "0", it is a Turbo Fit (GK).
Picture: The red RECARO racing bucket seat is paired with the black Sparco four-point safety belt, which is quite a harmonious picture.
Editor’s comment: After interviewing this turbocharged third-generation Fit (GK), the author couldn’t help but recall the first-generation Fit belonging to the GD era. At that time, the case of external turbines was considered a popular one. At this time, many car owners are willing to invest a sum of money in turbo. As for the third-generation Fit (GK), which has strengthened body rigidity, it is not common to choose an external turbine for modification (could it be the author's illusion?). But no matter what, whether it is self-priming or sentimental, the author just sees the current situation from a non-turbo control, non-Honda party perspective, that is, the 1.5T engine in the side compartment (the tenth-generation Civic) is having fun. rise.
This article comes from the author of Autohome Chejiahao and does not represent the views and positions of Autohome.