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Discussion Starter #1
To Whom It May Concern: Turbo Mod Resurrection,

I’m sure some of you have been wondering why our Turbo Mod Buy has been near inactive. It’s because Turbo Mod One has died, may she rest in peace. Turbo One passed away yesterday, Friday, July 1st, at 8:10pm EST. Turbo One had been pining away over the course of the last four months, waiting... waiting... waiting with growing dread at the hands of her developer to provide us with the completed kit to replicate for you. We had been searching in earnest to locate another developer to continue with the effort and save her, which we did, but alas, too late… I would share Turbo One’s last words with you:
“Jack, I remember how much a genius the developer was. Unfortunately he has had no experience or training in business administration, especially in time management. But much more important, he lacks maturity, self discipline and personal responsibility. We must leave him now, the time for me is past. You must go on with Baby to do what you are bound to do. The developer you have found should have the qualities the last one lacked. I know you will remember me and our adventure with fondness all your days, my spirit shall be with you always.” I counted the moments as she passed…

The letter to the developer in question:
Contacted Ryan this week to see about getting pricing on whatever has been finished with the kit. I need to get on with the turbo part of my life. If you could have Ryan put what has been done and some other items, in a box to ship today, get pricing and call me for the money, we can finish up.
What to ship if available:
Box of flanges you had made up.
G-9 and G-13 parts left over from modified turbo I have, any related manifold parts of same, including pipe we cut off my front exhaust (if still laying around somewhere).
Kit with exhaust (adjust prices for what's not done or not included).
Well, I guess that's it. Tomorrow we celebrate 4 months of waiting. I'm only offering to still purchase these items now as an act of good faith. If they do not ship by then I will no longer need them, not ever. Life is full of opportunities, we have one before us now...
Jack Lee
He failed to respond in kind, true to the last, he gave his worst…

Where does that leave us now. New Turbo System Two should be developed and completed the week of July 11th. We probly won’t need an intercooler, been driving Baby without it and temperatures about the same. This will reduce lag and boost pressure when shifting. For a BOV we will probly use a Bosch as it works well below 9 psi and doesn’t leak vacuum like the others I’ve tested. This is very important as our little engines can't afford to loose any vacuum. We will take the money we save there and put it into the turbo. It will be a state of the art Garrett ball bearing, brand new, spools fast, a real Garrett, not a copy. The piping will be aluminum, Auto Meter boost/vacuum gauge w/pod, VORTECH FMU and couplers will be first quality A&N’s, including oil return. How we will present the finalized turbo for you to do is still to be determined. If we build the kits they will be done with jigs (or figures) for accurate replication, something I discovered the first developer did not do completely. It’s as she would have wanted, nothing but the best for us.
As we’re starting over we won’t be Buying or Selling for awhile, till product is ready. Your comments please… Jack
 

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Jack,

Sorry to hear about the last shop. Hopefully the follow-on will be better. Have fun, Rick
 

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Good news jack,

No intercooler is a good thing, Ball bearing turbo even better, want to make it even better? have them set it up with the additional injector, the stock injectors with the turbo are almost running at 100%, they should not exceed 85%.
 

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Discussion Starter #4
Turbo Mod Two

Thanks Rick,
Should work better, this time. This developer does'nt stack customers like a bad medical office. One project vehicle at a time till it's completed.
You too Calpod,
I will pose your fourth injector idea to the developer, he only does Honda product. Baby loves her VORTech, we will see. Willie says I should speak to you. About your work on our engine compartment temperatures. It would aid us in routing the piping. Thanks, Jack
 

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Sorry to hear that turbo one as died,
Happy to hear that you are going to do a turbo two.
Like Calopd mention, an additional injector or 2 is a must, i spoke with a turbo mod specialist and he was adding 2 additional injectors, the shop i am refering to have a well built reputation for doing mod that are extremly well done with reliability as a forefront feature.
His speciality is in computer reprograming, you can check him out at http://www.advance-efi.com/
 

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Discussion Starter #6
Turbo Mod Two

Thanks Normand,
I have not posed the question to the developer yet, but I will (holiday weekend). Some, or many, of our Insighters are interested in what this will do for ultra mpg. Engineers usually program a minimum buffer of 10% into what they do, if that's the case we may be within limits, don't know, the first developer could have steered me wrong. Extra injectors tend to sulley the pipes and produce less than adequate atomization. This is what I have been told, please correct me if I was misinformed. I do know that Willie has used a fourth injector with excellent results. I have driven his Rocket and it's every bit as nice as Baby. Need all info I can get. Lets see what the developer comes back with too. Thanks, Jack
 

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I have been away (flew to Georgia to pick up a CVT and drove back via 7000 mile round-about trip which took the full month). Girlfriend now has 'Bluebelle' CVT and sold her Ford Escort today.

Turbo Edwin last was having mysterious coolant losses, which apparently was because the race shop never refilled to make up for the lost coolant after the turbo kit was installed. I believe I have fixed it now. Make sure you bleed out air and top off the engine coolant properly when you do your turbo kits - whatever they may be in the future.

I am currently leaving in a washer type restrictor which keeps true max boost below 7 psi (restrictor is placed after the intercooler). The wastegate actuator diphgragm was never replaced by the shop, so it still takes 10psi at the diaphgram to start it moving. There is a 1 psi or so loss across the intercooler anyway, and the restrictor adds another 1-2 psi drop after the intercooler, so I never get the overboost conditions this way. It loses some efficiency, but appears fine so far.

I have some boost plots, and I can post them.

Since the original shop appears to have dropped the project, I may try to find a local place to review the work, but it appears that aside from a number of problems during the course of the 'installation' there are not problems remaining other than the diaphgram being too stiff - but that is solved by the restrictor.

Jack - is the new shop by any chance out here in CA?
 

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Re: Turbo Mod Two

Jackmpg said:
Thanks Normand,
I have not posed the question to the developer yet, but I will (holiday weekend). Some, or many, of our Insighters are interested in what this will do for ultra mpg. Engineers usually program a minimum buffer of 10% into what they do, if that's the case we may be within limits, don't know, the first developer could have steered me wrong. Extra injectors tend to sulley the pipes and produce less than adequate atomization. This is what I have been told, please correct me if I was misinformed. I do know that Willie has used a fourth injector with excellent results. I have driven his Rocket and it's every bit as nice as Baby. Need all info I can get. Lets see what the developer comes back with too. Thanks, Jack
Hum, all i know is that the extra injector will be activated at WOT and above 3500 or 4000 rpm, that could fixe your atomization problem.
I.m no expert on the matter and quite trully, don't know much, but i do know one thing is that the refered link in the earlier post as all the answer you would need, Steve is an expert on the matter.
Hope this will help you !
 

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Discussion Starter #9
Hi Normand,
Tried that link and it took me to an email address, do I nave the right link? Will be meeting with the developer Monday and will ask about what he thinks.
Hi Figgy,
Good to hear from you. The developer is in FL, you probly have a number of them around your area. Yes, I have been quiet for some time on the turbo thing. Waiting, waiting and hoping Warren would have made good, for you, me and our group. Alas, he screwed us all. But only for the better, the new kit will be better. Very much need your help, the turbo that is on your Turbo Edwin. If you remove the air filter you could get all the numbers stamped on the compressor (aluminum part), should be two or three series of numbers (and/or letters). You may need to remove the air cleaner pipe and use a mirror too, should be only one hose clamp. Pictures of the turbo would help very much too. I've discovered that our kits could have been done better, I must correct this. Restrictor, check your intake temps, they may be very high, even with the intercooler. Your turbo may be cooking. I must get those numbers somehow to fix our existing kits. Yours for excessive boost and mine may be too small. Warren wouldn't do this, what a jackass. This new developer only accepts one project at a time and stays on it till it's complete and right. Doesn't sound much like Warren, does it? What a relief... Help, Jack
 

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Discussion Starter #10
Turbo Two

Well, here goes,
'05 is prepped and ready for her Turbo project. She goes under the knife Monday morning. Had to wait an extra week as we decided to go with the optional water cooling for the Garrett. She'll be born with a name soon... She has the custom exhaust, FMU, Boost gauge and some other items done to save the developer time and allow him to concentrate on the Turbo. This weekend I'll be road testing her to determine improvements to mpg with just the custom exhaust. As you know I got some real good mpg with Baby on the Tour de Sol trip with just the exhaust. We hope to confirm this with the '05, we'll see. The Turbo in Baby ended up being a hybrid, works extremely well at inducing lean burn/purge. Am determining if it may be too small for her. After this project is completed I may consider letting her go but will not do so until I am sure she is perfect. May have to convert the turbo to a non hybrid. One thing is for sure though, after experiencing what a Turbo'd Insight is like I could never own a stock one again. Baby is the ultimate sleeper. She's a different animal and an absolute joy to drive. A thrill every day... Jack
 

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Discussion Starter #11
Exhaust option alone test

Exhaust Mod One Test Results:

Finished testing with the exhaust option one without turbo yesterday morning. Drove around rural town area, was pretty easy to keep mpg above 70. Finished that test with 70.9, speeds of 30- 55mph. Then highway for awhile. After on highway for 17.3 miles hidden charging was there so couldn't get car up to 70 in lean burn/purge. Dropped to third at 70 mph to force charge, top off batt's and stop hidden charging. Then we could do 70mph in lean burn, but no higher. Need turbo to do lean burn above 70mph. Finished up at 73.0 mpg. Then without resetting went back to rural/traffic driving for an hour, finished that up with 72.8 mpg. That was Sunday. Monday morning, without reset, drove I75 north to St Pete to drop off car at developer. Speed, 73 to 78, finished up with 70.6 mpg.
Result, driving around town, with normal stop and go, is noticably easier to maintain higher mpg. Highway mpg better than normal but not as pronounced. Lean burn/purge up to 70 mph without drafting or surfing. Also, on a previous test drove I75 at 80 mph steady. Mpg stayed at 62.4 and finished there. Pre-exhaust would have been in low 50's. Also, without all that back-pressure there is a small, but noticable, increase in accelleration. Jack
 

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Discussion Starter #12
Exhaust Mod Two

Exhaust Mod Two,

A couple of weeks ago I decided to take a closer look at the exhaust option that was developed in CA and see if it could be improved. Had some luck. Had spoken with a tech specialist at Hedman Headers and was advised of a new product that would be an improvement over the pack we used in the first exhaust. Just released. Better sound reduction with less back pressure. I went ahead and ordered a couple. Also decided to do something with the exhaust routing. The CA version was basically very straight so would hang under car a little. You can still see this if you go to my link below and look at the first Turbo Mod. Remember, Baby’s exhaust was special, 2 1/4” pipe with a second resonator. The kit exhaust (like Willie and figgy’s) was 2” to squeeze it close to car and stay reasonably straight, it would still hang down a little bit.
Here’s what we did. We switched to 2 ¼” pipe. This allows for nice mandrel bends to fit car like OEM without increasing back pressure. At bends pipe is still a nice smooth 2”. The bends turned out to be just enough to quiet exhaust further. This, in turn, allowed us to further decrease back pressure by reversing the new Hedman pack for smoother flow. We completed two of these exhausts yesterday. Have one on Baby now, I think it’s as close to perfect as we could have asked for, cars a little quicker and lean burn/purge a little easier still. The Hedman pack is a little better quality than the Magnaflow was and the price was less. As Willie would say, “Go figure…” Just the same it allows us to reduce the cost of the Exhaust kit a little which is real good.
It gets better. For the M/T’s there are two versions of exhaust to adapt to. Year ’02 and newer take the kits we finished yesterday. Previous years the kit needs to be exactly 5 5/8” longer at the front, otherwise identical. For the CVT’s ’02 and newer have one version of exhaust. I will check on that and earlier version. Should be the same as the M/T except for the front length like the early M/T’s. We will be able to do an adaptor that will allow for a quick and clean looking install. If there’s a CVT somewhere that’s ready for a kit I will custom fit it for you, no charge for the installation. Should take about an hour for the custom fit. No modification to the stock exhaust system will be done or required, we will not do that. You can convert back to stock any time you wish. Like, if your selling your car and want to save the kit for your new Insight. You’ll need to come to me in case we need my Mig welder. This will help us so we can be sure of what to do for the CVT’s. I will check with Honda what exhaust versions there are and their years. I will also check on identification in case there were any mid-year changes. Each exhaust will be custom fitted to Baby to insure a precise fit, minus the adaptor, of course. If there’s a couple of enterprising CVT’ers out there that would like to help by getting a kit and letting us know what, if any, was needed to mount kit, that would help too. We’ll reduce price a little for your assistance and a thank you in advance.
You can see the new kit at my link below and go to “Turbo & Exhaust Mod Two”. For now we’ll need to see who's interested in the kits. We could be in production soon if the interest is there. Your input and comments welcomed… Jack

EXHAUST KIT INSTALLATION:
1.Put car on jack stands, I also use blocks for added safety.
2.Remove one piece rear exhaust. Three nuts at back of second cat and three rubber donuts to pop off with your fingers, that’s it.
3.a.Mount new pack to back of second cat, use the nuts you took off and the provided
gasket. Pop donut onto mount on back of pack.
b.If an adaptor is used bolt it onto back of second cat, insert pack onto adaptor and
pop on donut. Line up pack and snug down provided clamp where adaptor and pack come together. You will tighten this after install for a more precise fit.
4.Mount new tail pipe to two remaining donuts and bolt tail pipe to pack. Use bolts and gasket provided. If you used an adaptor, tighten clamp at front of pack. You’re done.
 

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Discussion Starter #14
Exhaust Mod Two

Hi All,
Hi twonicaguy,

Looks like price may be around $270 plus shipping. We saved some money and we’re passing that on to you, as we should. Also, adaptor has been made for the ’00-’01 M/T’s. Just need to do one CVT and we are set, if the information found is correct. Picture of the adaptor for the ’00-’01 M/T is now at my link below, just have to cut it at the right length and coat it with high temp 1200 degree paint. I would leave the flange on the pack, if you buy a newer Insight you can remove the adaptor and bolt the kit right up to your new Insight. Your call…

Found a source for Honda OEM part numbers, http://www.slhondaparts.com/ . Yes, I’ve been looking for an online source for awhile, got lucky and found it this morning. They have illustrations of the parts as well. After researching rear exhaust numbers for all years M/T’s and CVT’s I got this. ’00-’01 M/T’s uses the shorter second cat without the third O2 sensor. ’02-’05 M/T’s use the longer second cat with the third O2 sensor. ’01-’05 CVT’s all use the same rear exhaust configuration. Here’s all the part numbers for the rear exhaust:
’00-’01 M/T 18030-S3Y-A00
’02-’05 M/T 18030-S3Y-E00
’01-’05 CVT 18030-S3Y-J00
I went ahead and phoned a local Honda dealer parts dept and gave them the number I found for the CVT and asked if they could look it up and tell me what it was for. They helped and told me it was for a CVT, all years. If this is true we only need to do one CVT to get the custom exhaust right for that model. Jack

P.S. Looks like the ’05 will be coming out of the developer this Monday. Am still driving Baby without the intercooler, temperatures in the Venice area staying in the low to mid 90’s, in the shade. I guess we just don’t need it. I will put it back on her though. After all, it was made, just for her… I’ll save the cooler bypass.
 

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Discussion Starter #15
Custom Exhaust, M/T Ready, CVT Pending

Hi All,
Custom Exhausts are ready to ship for the M/T's, any year. CVT's just need to see or do one and they can ship in probly two days. Need to know who's interested. Reply, PM or email, what ever is easy for you. Jack

Also, just posted a pic of Custom exhaust next to stock. Click link below under Jackmpg. Pic's of the new hybrid (yeah, it's a hybrid turbo on a hybrid car) turbo kit will be posted there in a couple of days.
 

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Discussion Starter #16
Turbo Mod Two

Hi All,
Turbo Mod Two, Hybrid Turbo Hybrid,

Turbo kit is complete and it’s a hybrid. Picked up the ‘05 Monday. Had a long conference with the developer, here’s a couple of highlights. He studied the turbo on Baby. It’s the right one for the car. I guess I was just being anal as a perfectionist can be, at times. The engineering consultants he uses determined the best turbo for an Insight would be a Garrett bearing turbo with all the new technology and the optional water cooling. The turbine is a GT-15 and the compressor a GT-18. Very similar to what’s on Baby. I never said the developer in CA was anything less than genius, he just lacked some other qualities… On the idea for a fourth injector he shared that yes, that would work, just have who ever wants that to have a developer choose the right injector and do the controller. He says the best choice for our application (and low boost) is the VorTech FMU. It does not stress the injectors, is extremely reliable and is not affected by altitude as is possible with a controller.

The trip home. The developer did not stress the ’05, he was instructed not to. The ’05 is not broken in yet. Honda says break in period is for the first 600 miles. I do not agree, as I did with Baby the ’05’s break in period will be 2K minimum. Gentle driving, no boost. Baby has at times taken the bit in her teeth. But never road hard and put away wet. She gets an oil and filter with a complete inspection if she just looks at me funny. We will switch to Mobil 1 after the break in period. The christening of the ’05? We’ve both been quiet, when the magic happens she will tell me what her name will be. So for now just driving her gently and enjoying her, no boost.

The nicest thing about the turbo is that the energy it provides us with to help assist, enhance mpg, lean burn/purge at higher speeds and give us skyrocket take-offs is, that it is, better than free. There is nothing to give back. Yes, we know nothing is free. The turbo get’s it’s energy from spent exhaust gases exiting the engine, that puts a very small load on the engine. The magic is in the custom exhaust which over compensates for the energy required by the turbo. So the energy the turbo requires isn’t free, it’s better than free. We do not have to charge anything and need less assist from IMA. Also, please note, I am not knocking Mike’s MIMA, that is a totally different animal. I’m putting one on my turbo.

Spent yesterday driving, gently, the ’05 and inspecting again the hybrid turbo system install, going thru it carefully. The developer did an excellent job. We corrected a couple of small items. Was a little cooler outside, Baby wanted to go for a romp, we did. She put me thru the paces, my god, Baby loves to dance. Coming out of the hole don’t need to pop clutch, and wouldn’t. Just put the throttle down, tires come loose. They come loose again when you snap second. Threw her into a few turns (literally, she needs Guillermo’s stabilizer), inner spins, coming out of sharp ones with the throttle down the turbo wants to over steer badly (turn in) when the inner starts to grab, got to hang on to the wheel tight or you'll end up on the curb. The silencer opening up a little as we put our foot in it. The high pitched scream of the bov as we snap shift thru the gears. Chills and goose bumps, even as I ponder it now.

Just got off the phone with the developer. Will be heading up there Friday for a post install inspection. Will also consult as to the possibilities of offering a true bolt on kit and what would be needed to make that happen. We will not use a “banjo” for the oil return. They are weak and do not provide for good flow. A hollow fitting, straight thru, that will bolt to our drain plug hole with a smooth 90 degree #10 or 8 A&N fitting to it will work nicely. It would also provide for a nice large pooling area. The down pipe bolts directly to the stock exhaust. The oil return fitting off the turbo will be barbed for easier install and prevent possible oil leaks. The kit is getting so simple that less than a day would be needed for install. Maybe half a day. I’ll post a few pics for now at my link below, under Jackmpg. Enjoy your ride, Jack
 

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That sounds great. I'm happy to hear your using a blow off valve. As far as the extra injector, it isn't needed with the lower boost your running now but, would be required at higher boost levels? Has any more thought been given to a CVT kit? I'm also glad to hear about the ease of installation as I would have to remove the whole kit to pass California's visual smog check even if it passes the emissions part of the test unless you are going to submit for an E.O. number. I drive up and down a 3000' mountain every day and this system sounds like the hot ticket for me. Are there any plans to run a dyno test after break-in?

Please keep us informed,
Todd W
 

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Turbo Mod

Jackmpg,

I really enjoyed reading about your turbo mod.

I'll check back to see how it is progressing. I hope you find the MPG and MPH you're looking for...

MJ
 

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Discussion Starter #19
Hi All,

Yeah Todd, need the BOV to protect the turbo. Also right on the FMU, developer shared the same thing. We’ve gone as high as 6 psi with Baby, works well since 5 psi is plenty. Developer is considering the CVT for a turbo. CVT is covered in the Supplemental SM, 172 pages, quite a bit to cover. Our concern, of course, would be how the CVT would handle the added torque, management and stress. The dyno test we did on Baby should be close to what can be expected with the Garrett. Baby produced about 98 hp (included IMA, of course), the Garrett should be a little higher with spool up a little earlier. When we were in CA we were told at a Smog Station (is that where they store their smog?) that hybrids are exempt from any inspections or testing (for the next 8 or 10 years). Have they changed that? We have two turbo’d insight’s in CA, figgy’s and Willie’s. Here’s the results we got with the turbo, test was performed as stated in the Honda SM; NOx = 32 ppm, O2 = 0.4%, CO2 = 14.8%, CO = 0.00%, HC = 10ppm. Honda only tests for CO with a maximum specification of 0.10%. When we went out there we got to drive a number of mountains. With the MT you’d just shift a low gear and over you’d go, little or no IMA. Mountains in South CA, where Willie is , nearly put racing stripes in my pants, whew. I’m real interested in your CVT, how does it handle the climb and descent?

MJ, we’re pretty much there with lean burn mode above 72 mph. We’ve also found lean burn popping up consistently when we’re driving residential streets which means we’re there in the mpg dept. too. If you have a HAH your cruising pretty good as you are. Zero to 60 mph in 7.5 seconds. It’s the fastest of the Accords and the technology that’s in it is awesome. A turbo’d insight might be fun for you though…

On the kits, Turbo w/Exhaust and Exhaust kit alone, we will provide all information one could need to go to a shop and have them done, for probly about the same price. You see, we’ve done all the experimentation and testing for you. To save money further you could do the install on items such as the boost gauge and FMU. I’m finalizing the list now to provide you with all the products used, sources where you can buy them and recommendations on install procedures as well as options available to you to do your own thing. You see there’s really not that much to do. Turbo w/pipes, manifolds, coolant/lube lines, BOV, FMU and boost gauge. Screw on an air filter and that’s it. The only thing you would really need a turbo shop for would be mounting the turbo w/manifolds, coolant/lube lines and piping w/BOV mounted.

Same for the custom exhaust, just use the part number and source for the silencer (or one of your choosing) and go to a custom exhaust shop with the pictures we’ve provided and you’ll be out the door in less than half a day. You’ll have to do your own QC though, and make sure they fabricate it the way you specify.

We’ve determined that if interest grows to where we could get, say, 5 definite orders for turbo kits we could justify building them for you. Priced probly about $2200, cheap for a turbo kit and dirt cheap for this best quality kit. It took time from my regular business and many months but what has been discovered to work just right in an insight is ready for you, either way. Do I need or want your money? Uh, no. I just picked up on Willie’s dream to improve perception of our little cars and make them more exciting, even exhilarating, to drive. You only get one trip at life, enjoy the ride. Jack

P.S. I’ll post all that information for products, part numbers, sources, etc. here tomorrow. Got to go for now, need to find out what Willie’s up to with that vacuum switch at “Better Econ Mode”…
 

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Discussion Starter #20
Turbo & Exhaust Kit Componants

Products Used for Turbo & Exhaust System

Hi All,

As I shared I will give you what was used to turbo and custom exhaust an Insight so the result will be the best system that works with same. We’ll start with the turbo, some items, by necessity, will need to be supplied by your turbo shop, unless you’re into welding. Incidental items, such as a standard T-fitting for water supply can just be had at places like Ace Hardware or AutoZone. You’ll probly want your turbo shop to do the whole thing, so just provide them with the information on this page. It will save you money and time.
Turbo Stuff:
Turbo, we used a Garrett bearing turbo, water cooling option, turbine section is a GT-15, compressor section is a GT-18. Turbo can be configured and purchased from Precision Turbo & Engine, http://www.precisionturbo.net/ , part number PTB 150-1500, product GT15/18R, cost approximate $800. They can also provide the flanges needed for the manifolds. Flange that bolts to our engine head will need to be made by the turbo shop as well as the steal piping and mounting the BOV flange. O2 sensor Bung (fitting to weld to the manifold and down pipe that your #1 and 2 sensors will screw into) is an 18X1.5mm thread and can be had at any custom exhaust shop for a few bucks.
They will need to make a manifold that goes from the engine head to the turbo. Also, a "down pipe" that goes from the turbo to the stock front exhaust. This way, if you ever want to return the car to stock, you can.
Oil Return Hose, use an A&N fitting #10, turbo shop can configure a straight thru hollow adaptor to replace Insight oil plug and bolt to the A&N. If you decide to do the oil return to the pan instead you’ll need Honda pan seals and sealer, part numbers, 11251-PHM-000, 11252-PHM-000, 91307-PHM-003, 08718-0009, all quantity of one. You’ll also need the return fitting to screw into pan with pipe tape. A 90 degree male ½” NPT X male A&N #10. Oil supply hose is just standard steel reinforced one T’d in at the sending unit. This and other items below, otherwise noted, can be had at Summit Racing Equipment, http://www.summitracing.com/ . Summit offers A&N’s by Earl’s, Russell, Aeroquip and their own house brand, Summit. Their the best I found for price, quick shipment and no screw-ups.
Boost Gauge, we used an Auto Meter gauge 2 1/16” diameter, Sport Comp, pn 3301, cost $58 aprox. Or a little better quality is their Carbon Fiber Ultra Lite, pn 4701 for about $20 more, both come with instructions and parts needed.
Boost Gauge Pod, the one that fits almost perfect is the one for a ’96-’00 Honda Civic, 2 door, pn 20-431, about $25. A few minutes with a hair dryer will make it fit nicely. Comes with mounting grommets and instructions.
Fuel Management Unit, is the VorTech, pn 6Z110-130, about $150. Cut fuel return hose that comes off pressure regulator. Outside fitting on FMU hooks to hose from regulator, center fitting hooks to other end. Mount FMU to the aluminum cross brace with screws provided. CVT, if you want to turbo a CVT this is where you'd use a fourth injector with a controller. Would work for a MT too. Just let the shop do it.
Blow Off Valve, we used a GReddy Type-RS, about $180 at http://www.speedaction.net/ , pn 11501662, the steel flange w/gasket is $32, pn 11900450. If you use any GReddy you’ll need to do the vacuum leak mod. Remove the top cover, six allen screws. In middle of diaphragm there’s a nylon center lock nut, remove that. Replace the split washer that is under that with a aluminum flat washer, done. We recommend the new Bosch model 110. Can be had at any Porsche Dealer for $89. Porsche pn 993.110.337.50, they call it an Air Cut Off. The Bosch pn is 0.280.142.110. Flange is just a piece of short straight pipe shop can weld on.
O2 Simulator, eliminates possible DTC’s, the one we used can be mounted at the second O2 sensor or at the ECM, its $25 and comes with instructions. http://www.o2sensorsimulator.com/ , it’s the only one they sell.
Exhaust Kit Muffler, the pack, or silencer we used is a Hedman, pn 25005. The Summit pn is HED-25005. It can be installed in the standard manner with the internal louvers facing rearwards or reversed for more sound reduction. It’s the biggest that will comfortably fit in our little car, is quality and is priced very reasonably at $32. As I shared, take it with pictures from my link to a custom exhaust shop and you’ll be done in under half a day, MT or CVT. Be sure to do your QC while there.

Well, that’s about it for the sub-assemblies needed to make a kit that’s just right for an Insight. Doesn’t look like much but a lot of time, experimentation and testing went into it. And, I guess, we can thank Warren for being a jackass and providing us with the inspiration to go further and acquire this added knowledge, information, resources and result. This system basically hooks up the same as the first one so the instructions for the first one at my link below should closely apply. Find a good shop, Jack http://community.webshots.com/user/jackmpg
 
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