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Difference between revisions of "User:Rjf/Willies Red Rocket"

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'''Welcome, This page is all about Willies' Red Rocket !!'''
 
'''Welcome, This page is all about Willies' Red Rocket !!'''
  
Discussion:
+
== Discussion ==
* [http://www.insightcentral.net/forum/viewtopic.php?t=253">InsightCentral.net] Discussion
+
See also [[EAA-PHEV:Insight PHEV]]
 +
* [http://www.insightcentral.net/forum/viewtopic.php?t=253 InsightCentral.net] Discussion
 
* [http://autos.groups.yahoo.com/group/honda-hybrid/message/11458 Turbocharged Insight], Larry "WILLIE"
 
* [http://autos.groups.yahoo.com/group/honda-hybrid/message/11458 Turbocharged Insight], Larry "WILLIE"
 
* [http://autos.groups.yahoo.com/group/honda-hybrid/message/11445 e-ram (thread)], Marc Webb.
 
* [http://autos.groups.yahoo.com/group/honda-hybrid/message/11445 e-ram (thread)], Marc Webb.
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== Photos ==
 
== Photos ==
 
+
<gallery>
 
+
Image:Fe05-006.jpg|Here is the start of the project.
 +
Image:Fe03-001.jpg|Here is the extra horsepower. I'll show you how I did it.
 +
Image:Ja22-011.jpg|Here are some the items I had to construct before installation
 +
Image:Ja22-001.jpg|Gaskets also had to be made because the lack of after market parts. The brown ones are made from a Felpro sheet of material that is like the material they use in their donuts for exhaust systems.
 +
Image:Ja22-002.jpg|This is the adaptor from the intercooler to the intake hose leading to the engine that had to be hand built.
 +
Image:Ja22-006.jpg|This is the Turbo adaptor as viewed from the turbo.
 +
Image:Ja22-007.jpg|Same adaptor as seen from the engine.
 +
Image:Fe02-003.jpg|The adaptor installed on the Insight engine.
 +
Image:Fe03-002.jpg|Final design of air cleaner fabricated.
 +
Image:Ja26-006.jpg|Intercooler and pipeing that will be used.
 +
Image:Fe09-005.jpg|Turbocharger and air cleaner seen from below.
 +
Image:Full_hood.jpg|Full View under hood.
 +
Image:Ja31-005.jpg|This one shows the start of the header that will replace the 17 pound converter on the right.
 +
Image:Fe02-002.jpg|This is the header with heat shields and engine bracing attached.
 +
Image:Mr07-002.jpg|Header almost done. With connector for #1- O2 sensor installed, and connector to rest of exhaust system on the bottom.
 +
Image:Fe24-004.jpg|Connector for the exhaust donut.
 +
Image:Mr07-004.jpg|The other half of the donut connector that will complete the connection from the header to the second cat.
 +
Image:Fe22-010.jpg|The complete donut section jigged for alignment.
 +
Image:Mr13-004.jpg|The pipe that will replace the 22 pound muffler, to be installed after the resonator.
 +
Image:Jy03-012.jpg|This little item makes the Insight look stock from the rear. (It's a dummy and has no function.)
 +
</gallery>
  
 
==ShowTurbo==
 
==ShowTurbo==
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<B><I><U><P>OBJECTIVE</B></I></U>:</P>
 
<B><I><U><P>OBJECTIVE</B></I></U>:</P>
<P>1) In doing the modifications, to allow the return to a stock engine status with a minimum of work. <B>(In case the goal is unobtainable.)  </P>
+
<P>1) In doing the modifications, to allow the return to a stock engine status with a minimum of work. <B>(In case the goal is unattainable.)  </P>
 
</B><P>2) To keep the cost of the modifications as low as possible. <B>(A budget of $1,000.00)</P>
 
</B><P>2) To keep the cost of the modifications as low as possible. <B>(A budget of $1,000.00)</P>
 
</B><P>3) To complete the modification with a minimum of outside assistance. <B>(No one else to</P>
 
</B><P>3) To complete the modification with a minimum of outside assistance. <B>(No one else to</P>
Line 36: Line 59:
  
 
<P>    &quot;sleeper&quot;.)</P>
 
<P>    &quot;sleeper&quot;.)</P>
</B><P>5) Install the modifications so that if future work is done, access would be non restrictive. </P>
+
</B><P>5) Install the modifications so that if future work is done, access would be non-restrictive. </P>
 
<P>6) Complete the modifications in a reasonable amount of time. <B>(90 days include testing.) </P>
 
<P>6) Complete the modifications in a reasonable amount of time. <B>(90 days include testing.) </P>
 
</B>
 
</B>
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</B>
 
</B>
 
<B><I><U><P>PRIOR MODIFICATIONS:</P>
 
<B><I><U><P>PRIOR MODIFICATIONS:</P>
</B></I></U><P>Modification of the vehicle include speed stripes (white), the upper 6 in of the windshield tinted, a self constructed aluminum foot rest in the drivers compartment, a &quot;T&quot; handled aluminum Hurst shifter, a longer rear window wiper blade, Visor Vents, and wider Goodyear rear tires while keeping the standard Bridgestone tires on the front. Additional Instrumentation added includes  2 red LED gauges to monitor the voltage in the 12V and 144V battery, a vacuum/boost gauge, and an air conditioner compressor &quot;on&quot; indicator light. All of the routine maintenance and service tasks have been performed by a dealer or me the at the required mileage.  </P>
+
</B></I></U><P>Modifications of the vehicle include speed stripes (white), the upper 6 in of the windshield tinted, a self constructed aluminum foot rest in the driver's compartment, a &quot;T&quot; handled aluminum Hurst shifter, a longer rear window wiper blade, Visor Vents, and wider Goodyear rear tires while keeping the standard Bridgestone tires on the front. Additional instrumentation added includes  2 red LED gauges to monitor the voltage in the 12V and 144V battery, a vacuum/boost gauge, and an air conditioner compressor &quot;on&quot; indicator light. All of the routine maintenance and service tasks have been performed by a dealer or me the at the required mileage.  </P>
 
<P>        </P>
 
<P>        </P>
 
<B><I><U><P>OWNER &amp; BUILDER BACKGROUND:</P>
 
<B><I><U><P>OWNER &amp; BUILDER BACKGROUND:</P>
  
</B></I></U><P>I am 62years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both <B>AMA, FIM</B>. and <B>ACA</B> as a &quot;privateer&quot;. I also participated in the Bonneville Speed Trials and still hold a record there in the  A-C-200 class for motorcycles. <B>(1970). </B>I own a <B>1998 NASCAR SPECIAL EDITION</B> Ford F-150 pickup and a <B>Turbocharged 2300cc </B>(Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications, and maintenance on all of my vehicles. I bought the <B>INSIGHT</B> for it’s looks and technical innovations.  </P>
+
</B></I></U><P>I am 62years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both <B>AMA, FIM</B>. and <B>ACA</B> as a &quot;privateer&quot;. I also participated in the Bonneville Speed Trials and still hold a record there in the  A-C-200 class for motorcycles. <B>(1970). </B>I own a <B>1998 NASCAR SPECIAL EDITION</B> Ford F-150 pickup and a <B>Turbocharged 2300cc </B>(Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications and maintenance on all of my vehicles. I bought the <B>INSIGHT</B> for its looks and technical innovations.  </P>
  
 
</FONT><B><U><FONT FACE="Times New Roman" SIZE=5><P>ON TO THE CHALLENGE-----------------------------------</P>
 
</FONT><B><U><FONT FACE="Times New Roman" SIZE=5><P>ON TO THE CHALLENGE-----------------------------------</P>
Line 78: Line 101:
 
<P>                  </P>
 
<P>                  </P>
 
<B><I><U><P>THE TASK:</P>
 
<B><I><U><P>THE TASK:</P>
</B></I></U><P>Numerous hours of research, talking to individuals who are knowledgeable in building engines for performance, from my personal experience, and the goal and objectivity of the task at hand, I decided that the only modification needed was the addition of a <B>TURBOCHARGER</B>. The design of the engine; being a &quot;low friction&quot; type, overhead camshaft, having four valves per cylinder, needle rocker shaft bearings, aluminum rocker arms, a long stroke, compression ratio of 10.8-1,  and especially the <B><U>&quot;off set cylinder line&quot;  </B></U>were the key factors in my decision. Having installed a turbocharger before on my dune buggy, I knew of the concept and had a working knowledge of the system. After doing extensive research for aftermarket speed parts for the Insight, I found that there was nothing available.    </P>
+
</B></I></U><P>Numerous hours of research, talking to individuals who are knowledgeable in building engines for performance, from my personal experience, and the goal and objectivity of the task at hand, I decided that the only modification needed was the addition of a <B>TURBOCHARGER</B>. The design of the engine; being a &quot;low friction&quot; type, overhead camshaft, having four valves per cylinder, needle rocker shaft bearings, aluminum rocker arms, a long stroke, compression ratio of 10.8-1,  and especially the <B><U>&quot;off set cylinder line&quot;  </B></U>were the key factors in my decision. Having installed a turbocharger before on my dune buggy, I knew of the concept and had a working knowledge of the system. After doing extensive research for aftermarket speed parts for the Insight,I found that there was nothing available.    </P>
  
 
<P>                                                    <B><U>PARTS NEEDED</P>
 
<P>                                                    <B><U>PARTS NEEDED</P>
Line 102: Line 125:
  
 
<B><I><U><P>7)IGNITION:</P>
 
<B><I><U><P>7)IGNITION:</P>
</B></I></U><P>No changes would be attempted in the ignition system. Timing is set at 12 degrees btdc and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the &quot;knock sensor&quot; and hoped it will do it’s task when dealing with the high compression (15.1+-1) while under boost.  </P>
+
</B></I></U><P>No changes would be attempted in the ignition system. Timing is set at 12 degrees BTDC and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the &quot;knock sensor&quot; and hoped it will do it’s task when dealing with the high compression (15.1+-1) while under boost.  </P>
  
 
<B><I><U><P>8)INJECTORS:</P>
 
<B><I><U><P>8)INJECTORS:</P>
Line 363: Line 386:
  
 
<P><B>OWNER & BUILDER BACKGROUND:</B>
 
<P><B>OWNER & BUILDER BACKGROUND:</B>
<BR>I am 62 years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both AMA, FIM. and ACA as a \privateer/. I also participated in the Bonneville Speed Trials and still hold a record there in the  A-C-200 class for motorcycles. (1970). I own a 1998 NASCAR SPECIAL EDITION Ford F-150 pickup and a Turbocharged 2300cc (Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications, and maintenance on all of my vehicles. I bought the INSIGHT for it's looks and technical innovations.   
+
<BR>I am 62 years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both AMA, FIM. and ACA as a \privateer/. I also participated in the Bonneville Speed Trials and still hold a record there in the  A-C-200 class for motorcycles. (1970). I own a 1998 NASCAR SPECIAL EDITION Ford F-150 pickup and a Turbocharged 2300cc (Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications, and maintenance on all of my vehicles. I bought the INSIGHT for its looks and technical innovations.   
  
 
<P><B>ON TO THE CHALLENGE</B>
 
<P><B>ON TO THE CHALLENGE</B>
Line 394: Line 417:
  
 
<LI><B>IGNITION:</B>
 
<LI><B>IGNITION:</B>
No changes would be attempted in the ignition system. Timing is set at 12 degrees btdc and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the \knock sensor/ and hoped it will do it's task when dealing with the high compression (15.1+-1) while under boost.   
+
No changes would be attempted in the ignition system. Timing is set at 12 degrees btdc and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the \knock sensor/ and hoped it will do its task when dealing with the high compression (15.1+-1) while under boost.   
  
 
<LI><B>INJECTORS:</B>
 
<LI><B>INJECTORS:</B>
Line 522: Line 545:
  
 
<P><B>STOCK INSIGHT</B>
 
<P><B>STOCK INSIGHT</B>
<BR>The standard Insight has always been a fun car to drive. You can get excellent gas mileage and still have adequate performance to keep up with traffic.  I've always driven the Insight as a sports car, and let the mileage take care of itself. The engine appears to be real comfortable around 3000 rpm. Gas mileage is still adequate and the engine is  starting to pull good. Once you reach 4200 rpm the car accelerates at a brisk rate all the way to redline rpm which is 6000. Maximum torque is reached at 4800 rpm and maximum horsepower is achieved at 5700 rpm. I have experimented with the mileage and my high mileage is 96.4 miles per gallon for 114 miles. I don't average less than 100 miles for an average \miles per gallon./ If the vehicle is driven as a regular car, mileage of 60+ is possible. Insights driven in flat terrain, low elevation, and below average speeds will get much better. I find that most people rely too much on the IMA assist and then complain because the IMA battery won't stay up to it's capacity. If the battery level gets depleted to where there is no assist, a downshift is required to a lower gear and the engine run above 3000 rpm to charge up the IMA battery. Some people shift at a very low rpm to get full use of the IMA and to me that is causing an excessive load on the engine and components. The engine was designed as a low friction type and rpm wear is greatly lessened over a conventional engine. My procedure is to accelerate briskly, shift around 4000-5000 rpm and then throttle back for cruising for freeway or highway road speeds. I do not constantly short shift, as recommended by some Insight drivers.  By using all the gears most of the time, the engine is never under a severe load. Using this type of driving, my lifetime average miles per gallon is 59.6. I keep my tires inflated to 48-50 psi and have not had any ill effects from those tire pressures.   
+
<BR>The standard Insight has always been a fun car to drive. You can get excellent gas mileage and still have adequate performance to keep up with traffic.  I've always driven the Insight as a sports car, and let the mileage take care of itself. The engine appears to be real comfortable around 3000 rpm. Gas mileage is still adequate and the engine is  starting to pull good. Once you reach 4200 rpm the car accelerates at a brisk rate all the way to redline rpm which is 6000. Maximum torque is reached at 4800 rpm and maximum horsepower is achieved at 5700 rpm. I have experimented with the mileage and my high mileage is 96.4 miles per gallon for 114 miles. I don't average less than 100 miles for an average \miles per gallon./ If the vehicle is driven as a regular car, mileage of 60+ is possible. Insights driven in flat terrain, low elevation, and below average speeds will get much better. I find that most people rely too much on the IMA assist and then complain because the IMA battery won't stay up to its capacity. If the battery level gets depleted to where there is no assist, a downshift is required to a lower gear and the engine run above 3000 rpm to charge up the IMA battery. Some people shift at a very low rpm to get full use of the IMA and to me that is causing an excessive load on the engine and components. The engine was designed as a low friction type and rpm wear is greatly lessened over a conventional engine. My procedure is to accelerate briskly, shift around 4000-5000 rpm and then throttle back for cruising for freeway or highway road speeds. I do not constantly short shift, as recommended by some Insight drivers.  By using all the gears most of the time, the engine is never under a severe load. Using this type of driving, my lifetime average miles per gallon is 59.6. I keep my tires inflated to 48-50 psi and have not had any ill effects from those tire pressures.   
  
 
<P><B>WITH TURBO minus the EXTRA INJECTOR</B>
 
<P><B>WITH TURBO minus the EXTRA INJECTOR</B>
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<P><B>WITH TURBO AND EXTRA INJECTOR</B>
 
<P><B>WITH TURBO AND EXTRA INJECTOR</B>
<BR>By using the maximum boost, without actuating full throttle the \G force/ was definitely felt. The turbocharger started to assist the engine at app. 3,000 rpm and really started to accelerate the vehicle at app. 4,000 rpm. even before the engine reached it's maximum torque at 4,800 rpm. The IMA was still being shown fully activated at 5,800 rpm. The BOV functioned as required at that shift point emitting a \sneeze/. No excessive under hood temperatures were encountered during the final testing with the 4th Injector functioning. The \boost light/ came on at one pound of boost and stayed on till boost was deactivated by closing the throttle. The LIGHT and monitoring of the BOOST GAUGE will allow the exceptional high mileage of the Insight to be maintained. It also seems that to maintain a specific mph, it takes less throttle than before, especially above 70 mph. It also appears that the IMA assist doesn't have to work as hard at the times it is used. When the IMA battery is depleted, (no more assist) activate the boost a little, acceleration begins and the battery starts to \regen/ even while accelerating up hill.  Acceleration up a slight grade in 5th gear above 80 mph can be done at will. A problem developed where as at sea level, actually \0/ ft. in altitude, the \boost/ light would come on when in idle stop. On further testing and evaluation, it was learned that the 4th injector was being activated at 2 in. of vacuum instead of .5 pounds of \boost\. This was apparently because all the setting were made at an altitude of  app. 2,500 ft. Further adjustments to the additional efi controller will be done so the 4th injector is activated at 2 pounds of boost at 2,500 ft. elevation. It will still have the maximum injector width at 6,000 rpm. This will cure the problem of the injector being activated while driving at sea level altitude and at 2 inches of vacuum. After the adjustment, the injector will come on at .5 pounds of \boost/ at sea level, right after the IMA activates.
+
<BR>By using the maximum boost, without actuating full throttle the \G force/ was definitely felt. The turbocharger started to assist the engine at app. 3,000 rpm and really started to accelerate the vehicle at app. 4,000 rpm. even before the engine reached its maximum torque at 4,800 rpm. The IMA was still being shown fully activated at 5,800 rpm. The BOV functioned as required at that shift point emitting a \sneeze/. No excessive under hood temperatures were encountered during the final testing with the 4th Injector functioning. The \boost light/ came on at one pound of boost and stayed on till boost was deactivated by closing the throttle. The LIGHT and monitoring of the BOOST GAUGE will allow the exceptional high mileage of the Insight to be maintained. It also seems that to maintain a specific mph, it takes less throttle than before, especially above 70 mph. It also appears that the IMA assist doesn't have to work as hard at the times it is used. When the IMA battery is depleted, (no more assist) activate the boost a little, acceleration begins and the battery starts to \regen/ even while accelerating up hill.  Acceleration up a slight grade in 5th gear above 80 mph can be done at will. A problem developed where as at sea level, actually \0/ ft. in altitude, the \boost/ light would come on when in idle stop. On further testing and evaluation, it was learned that the 4th injector was being activated at 2 in. of vacuum instead of .5 pounds of \boost\. This was apparently because all the setting were made at an altitude of  app. 2,500 ft. Further adjustments to the additional efi controller will be done so the 4th injector is activated at 2 pounds of boost at 2,500 ft. elevation. It will still have the maximum injector width at 6,000 rpm. This will cure the problem of the injector being activated while driving at sea level altitude and at 2 inches of vacuum. After the adjustment, the injector will come on at .5 pounds of \boost/ at sea level, right after the IMA activates.
 
<BR>After app. 3,260 miles of testing, the task is done and the project is considered complete. The MPG average over 3260 miles of testing, mostly at an altitude of 2,500 ft. is indicated at 55.6 per the FCD gauge. My lifetime miles per gallon is still at 59.6.
 
<BR>After app. 3,260 miles of testing, the task is done and the project is considered complete. The MPG average over 3260 miles of testing, mostly at an altitude of 2,500 ft. is indicated at 55.6 per the FCD gauge. My lifetime miles per gallon is still at 59.6.
 
<BR>By concentrating on boost control over  large throttle opening, acceleration is smooth and mileage doesn't appear to suffer. Only extensive testing under a controlled scenario would show a valid comparison.
 
<BR>By concentrating on boost control over  large throttle opening, acceleration is smooth and mileage doesn't appear to suffer. Only extensive testing under a controlled scenario would show a valid comparison.

Latest revision as of 23:03, 27 September 2008

Welcome, This page is all about Willies' Red Rocket !!

Discussion

See also EAA-PHEV:Insight PHEV

Photos

ShowTurbo

Larry "WILLIE" Williford, Campo, Calif.

Project Conceived on 11 / 15 / 02, Started Modifications on 01 /27 / 03, and Finished the Project on 04 / 13 / 03.

"PROJECT"

INSIGHT POWER MODIFICATION

******THERE IS NO GUARANTEE ON THE END RESULTS AND FINAL*****

INTERPETATIONS MAY VARY FROM PERSON TO PERSON.

GOAL:

To obtain app. 30% more torque and horsepower (20.4hp) from the internal combustion engine of a Honda Insight without doing "Major Engine Modifications". The engine is rated at 68 HP. (In combination with the IMA assist .) that would yield 93.4 horsepower.

OBJECTIVE:

1) In doing the modifications, to allow the return to a stock engine status with a minimum of work. (In case the goal is unattainable.)

2) To keep the cost of the modifications as low as possible. (A budget of $1,000.00)

3) To complete the modification with a minimum of outside assistance. (No one else to

blame if it doesn’t work.)

4) Make the modifications and the vehicle to remain stock looking from the outside. (A

"sleeper".)

5) Install the modifications so that if future work is done, access would be non-restrictive.

6) Complete the modifications in a reasonable amount of time. (90 days include testing.)

FORSEEN PROBLEMS:

1) There are no "aftermarket speed" parts available for the INSIGHT.

2) The working of the electronics in the INSIGHT are unknown to the average person

and even to most of the Honda sales reps, and mechanics.

3) The availability and cost of replacement parts that might be destroyed by the

modifications.

4) Heat buildup in the engine compartment from the main modification.

5) Destroying the ability of the engine to obtain high MILES PER GALLON.

6) CHECK ENGINE light to be activated repeatedly by the modifications.

REASONS FOR ABANDONING THE MODIFICATION:

1) It has never been done before.

2) It won’t work.

MODEL:

The vehicle used for the modifications will be a 2001 Honda INSIGHT, front wheel drive, Red, air conditioned, with a 5 Speed, and has 65,884 miles on the odometer. The Lifetime Miles Per Gallon is recorded as 59.6 MPG on 01/27/03.

(1)

ENGINE:

The engine has a capacity of 995cc (60.8cu.in) with a bore of 2.8in. and a stroke of 3.21 in. It is a single overhead cam design using four valves per cylinder. The compression ratio is listed at 10.8 to 1. Suggested fuel octane is 87+. The internal components of the engine are of light weight and the engine was designed as being "low friction". The engine is listed at 68 HP with an additional 5 HP from the IMA system at max rpm.

VEHICLE HISTORY:

The INSIGHT named "THE LITTLE RED ROCKET" was purchased on 05/01/01 by me for me as a "Retirement Reward" after serving 22 years on the San Diego County Sheriffs Department. The majority of driving is done at an average elevation of 2500 feet. During the first year of driving the vehicle accumulated over 45,000 miles which included the longest trip from Campo, Calif. to Venice, Florida and back. (After a 2,000 mile break in period) I love to drive and the vehicle has been all over the western United States. No problems with the engine or vehicle were encountered during any trips and no malfunctions such as "CHECK ENGINE LIGHT" have been encountered during the total miles on the vehicle. A "slow drivers window" action has been corrected by simple lubrication of the rubber window channel on the drivers door. The "LITTLE RED ROCKET" is the current "MILEAGE CHAMP" of the SOUTHERN CALIFORNIA INSIGHT RALLY (2002).

PRIOR MODIFICATIONS:

Modifications of the vehicle include speed stripes (white), the upper 6 in of the windshield tinted, a self constructed aluminum foot rest in the driver's compartment, a "T" handled aluminum Hurst shifter, a longer rear window wiper blade, Visor Vents, and wider Goodyear rear tires while keeping the standard Bridgestone tires on the front. Additional instrumentation added includes 2 red LED gauges to monitor the voltage in the 12V and 144V battery, a vacuum/boost gauge, and an air conditioner compressor "on" indicator light. All of the routine maintenance and service tasks have been performed by a dealer or me the at the required mileage.

OWNER & BUILDER BACKGROUND:

I am 62years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both AMA, FIM. and ACA as a "privateer". I also participated in the Bonneville Speed Trials and still hold a record there in the A-C-200 class for motorcycles. (1970). I own a 1998 NASCAR SPECIAL EDITION Ford F-150 pickup and a Turbocharged 2300cc (Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications and maintenance on all of my vehicles. I bought the INSIGHT for its looks and technical innovations.

ON TO THE CHALLENGE-----------------------------------

THE TASK:

Numerous hours of research, talking to individuals who are knowledgeable in building engines for performance, from my personal experience, and the goal and objectivity of the task at hand, I decided that the only modification needed was the addition of a TURBOCHARGER. The design of the engine; being a "low friction" type, overhead camshaft, having four valves per cylinder, needle rocker shaft bearings, aluminum rocker arms, a long stroke, compression ratio of 10.8-1, and especially the "off set cylinder line" were the key factors in my decision. Having installed a turbocharger before on my dune buggy, I knew of the concept and had a working knowledge of the system. After doing extensive research for aftermarket speed parts for the Insight,I found that there was nothing available.

PARTS NEEDED

1)TURBOCHARGER:

After researching various cars that were turbocharged, I finally decided on a turbocharger from a "Chevy Sprint", which was basically a Geo Metro, app. 998cc capacity. It should produce 7 pounds of boost maximum and was within my requirements of 5 pounds which was what I anticipated as the maximum boost the engine would accept before getting into the dreaded "knock" area. The high "static" compression ratio was also a limiting factor on the boost activated. 10.8 to one is the most I’ve ever seen in any production vehicle. Doing the math, 5 pounds of boost would yield app. a 15-1 corrected compression ratio. A small sized turbocharger was desired to eliminate the "turbo lag" which is evident when the turbocharger size is too large for the engine capacity. I wanted to have the turbo "spool up" about the same time the IMA system was activated. Hours of research on different sized turbochargers indicated that an IHI VZ-5 RHB-32 turbocharger was close to the right size needed. They are very hard to find, but one was located in Alabama at a turbocharger rebuild company. The turbocharger is water cooled and oil lubricated from oil supplied by the engines oil pump. After receiving some pictures and the measurements of the turbocharger from the turbocharger rebuild company, the engine bay of the Insight was measured for connecting everything. It will be tight. Finally I committed myself and the turbocharger was ordered. A "heat shield" for the turbocharger may have to be fabricated after testing because of possible high temperatures in the engine compartment as the turbocharger will be mounted behind the engine, and not in the common "air stream" on the front of the engine.

2)INDUCTION SYSTEM:

An Intercooler (a small compact radiator) for the intake air was desired because of the heat build up when the intake air is being compressed and forced into the engine. My intentions were to maintain the "intake" air temperature between 20 and 50 degrees above the "real" weather temperature. Factors; including the octane of the fuel used (91), the compression ratio of the engine (10.8-1), the 3 fuel injectors capacity, and the engine timing available (unknown) was taken into consideration. I found an intercooler that matched my requirements on E bay. I purchased the item and when it arrived I was really pleased because it already had a BOV valve installed. A BOV is a valve mounted on the air intake system after the turbocharger compressor and before the engine intake that relieves the pressure of the turbo without allowing the turbocharger to "spool down" when the throttle is rapidly closed as when shifting. The size of the intake tubes were determined by the size of the intake and outlet ports of the turbo air compressor and the intercooler. The rubber connectors for all the tubes would came from the local "dune buggy" shop. Because of the low boost required, (5 pounds) I anticipated they would be sufficient rather than purchase the expensive "silicone hoses" which are needed in high pressure applications. The connectors are about 1/3rd the cost of silicone hoses. The intake air tubes will be fabricated from 1.5in. mandrel bent tubing that is used in building exhaust systems for dune buggies. The rubber hose intake pipe from the original housing of the air cleaner to the throttle body on the engine would be retained in order to keep the MAP and IAT sensors in their original location. The EGR valve line would have to be re routed to the intake system to receive filtered air to comply with the emissions requirements.

3) AIR CLEANER:

The standard air cleaner housing and associated parts would have to be removed to make room for the intercooler. If the engine did not have air conditioning, the intercooler would fit in the space occupied by the air conditioner evaporator radiator and fan. After estimating the square inches (area) needed for the air cleaner element, an air filter housing with an air filter has to be fabricated. The air cleaner would be mounted as close to the turbo air compressor intake as possible.

4)EXHAUST SYSTEM:

I wanted to use the original exhaust system and figured the first catalyst converter would be utilized just by re positioning the converter. It would retain the original o2 sensors and heat shields. An adaptor pipe would have to be constructed to connect the converter to the rest of the standard exhaust system.

5)TURBOCHARGER ADAPTOR:

On receiving the turbocharger (before removing any parts from the engine) it was realized that the task was going to be difficult. I had purchased an Insight exhaust port gasket and saw there may be problems. The size of the exhaust port on the Insight was app. 2 times larger than the port on the turbo. The shape of the port on the Insight was oval, like a race track and the port on the turbo was round and smaller in diameter. The three mounting studs on the Insight were in a different pattern than the three mounting holes on the turbo. No bolt on adaptors were available. Fabrication of an adaptor plate would have to done. That was eventually completed by first constructing the adaptor pattern out of ¾ in fiberboard. After four patterns were made, a final design was selected. The adaptor was then made of 1 in thick mild steel in order to match the ports at a reasonable angle. Matching of the ports was done with a lot of grinding with a die grinder and various cutters and stones. The adaptor plate would be installed using the original exhaust studs on the Insight head. Then additional studs mounted in the adaptor would be used to connect the turbo to the engine.

6)GASKETS:

No high temperature gaskets were available for the turbo. The gaskets would be fabricated from a sheet of Felpro "Fel-Ramic" gasket material. It is made of the same type of material that the Felpro exhaust "donuts" are constructed of. It is a layer of thin metal sandwiched between a coating of ceramic material. The gaskets should handle the high temperatures generated by the turbocharger.

7)IGNITION:

No changes would be attempted in the ignition system. Timing is set at 12 degrees BTDC and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the "knock sensor" and hoped it will do it’s task when dealing with the high compression (15.1+-1) while under boost.

8)INJECTORS:

No available information on the injectors were found. The technical department at Honda USA was of little help. I knew what pressure the injectors work under, and the number of injectors used. They were probably operating at 85% capacity as that is the standard guide line on most factory injectors. With the help of my technical consultant "Frank Gruich", the capacity of the injectors were tabulated and it was estimated that they are probably good for app. 73 horsepower at 100% capacity. In trying to keep the economy of the engine the same, we knew that the injectors were not capable for the horsepower I was expecting. A final conclusion was that the addition of a 4th injector in the main stream of the intake duct with the right flow rate was the easiest solution.

 

SOLVING THE INJECTOR PROBLEM_________________

I met with "Frank" and he hooked up an oscilloscope to one of the Insight injectors to get a reading. Here is what we discovered. At idle the injectors are working at 3.4 millisecond when cold. With the fuel injectors regulator vacuum line disconnected, the "pulse rate" was 14 millisecond. There were 135 millisecond between pulses, showing the injectors operate every other revolution of the engine. Maximum output at 6,000 rpm was estimated at 20 millisecond. We also discovered that the Insight MAP sensor was a 1 bar type sensor and would not support any "boost". We had already decided that an additional injector was required, so a single injector holder along with an injector "keeper" would be designed and it would be brazed into the intake metal pipe that would have to be fabricated. The pipe goes from the intercooler to the engine. The intake pipe diameter would be 1.5 in. on one end and 2.6 in. on the other. The injector would be mounted in the largest diameter section of the pipe and would be situated so the spray nozzle was pointed towards the intake at a 45 degree angle. That would allow the spray pattern to be least disturbed. The mounted injector would be from a Ford, 5,0 liter engine.

INJECTOR CONTROLLER

In order to control the injector, an additional MAP sensor that reads two bars of atmosphere pressure would be added to the circuit and only be activated by "boost". The MAP sensor will be a GM 2 bar type. The original MAP sensor will not be disturbed so it will not effect the good mileage the Insight gets, as long as the "boost" is not activated. A "T" fitting would have to be installed in the main fuel line leading to the fuel pressure regulator and another line connected to the 4th injector. That would give the 4th injector the required maximum fuel pressure under "boost". Another small "injector controller" would be fabricated to control the pulse width and timing of the injector as the boost is increased. The GM map sensor would be installed in the engine compartment and the "pressure" line connected to the vacuum/boost gauge with another "T" fitting. The "black box", controler for the 4th injector would be mounted in the engine compartment next to the battery on a special removable mounting plate.

 

INSTALLATION:____________________________

The INSIGHT was finally put on jack stands on 01/27/03 and the panels under the engine were removed. The exhaust system was disconnected from the first catalyst converter and wired up to the frame out of the way. The first catalyst converter was removed after disconnecting the two o2 sensors. The converter weighs a "ton". It is heavy. The exhaust port on the head was the same shape as the gasket I had purchased from Honda, so I was right on the shape of the adaptor needed. The adaptor had been manufactured after I received the turbocharger. The turbocharger adaptor was installed and tightened lightly. The turbocharger was installed "finger tight" to aid in construction and alignment of the other components. A new air cleaner had to be fabricated. It was mounted between the turbocharger and the firewall of the engine bay. Two air cleaner elements, giving the required sq. inches for "breathing" had to be mounted on the same end of the housing to allow the connections to the turbocharger to be completed. Later in the installation process, the air cleaner was mounted permanently to the turbocharger instead of the firewall to allow for flexing when the engine is under high torque loads as I had made the connector between the two out of metal tubing instead of a bellows type rubber connector. This results in a low restricted intake giving a smooth flow of air to the turbocharger air intake. The waste gate was originally mounted on the turbocharger for a front (radiator side) engine mounted attachment. That was totally opposite for my application as the turbo would be mounted on the rear (firewall side) of the engine. A special bracket had to be fabricated for mounting the waste gate on the turbocharger and the waste gate actuation rod had to be lengthened to be operative. The intercooler was mounted below and in front of the area where the original air cleaner box had been located. All of the intake pipes were fabricated and installed. The next job was to install the catalyst converter. That’s when I hit the "wall". By repositioning the converter on the end of the turbo where it has to go, it would not fit. Even if I decided to modify the converter which I didn’t want to do, a lot of modifications in the engine compartment would have to be done destroying the "stock look". By relocating the 12V battery to the rear of the vehicle it would fit, so a different plan was decided on. A header pipe with an adaptor between the pipe and the turbo was going to have to be constructed. An adaptor pattern was fabricated from ¾ in. pressed fiberboard again. This time only two patterns were built before it was correct. The exhaust pipe was constructed out of 1.75 inch exhaust tubing. It was routed from the end of the turbo and exited straight down towards the standard exhaust system exactly in the middle of the opening between the two panels beneath the engine. A heat shield was constructed and installed to protect items that were within 1.5 inches of the exhaust pipe header. A fitting was welded to the header pipe to allow the first exhaust sensor to be installed. The sensor was installed using the original wiring without modifications and connected as close to the beginning of the header and after the turbo connection as possible. A small cylinder app. 2 inches long, 1.5 inches in diameter and with one end open was fabricated and another 02 fitting welded to the closed end. The second exhaust sensor was threaded into the cylinder. Another heat shield was fabricated to protect the axle boot because of possible heat from the header pipe. The small cylinder containing the second exhaust sensor was mounted out of the way. Again no modification to the sensor wiring was done. Eventually the cylinder containing the second O2 sensor was partially closed on the open end to protect the sensor from the elements. More on that installation later. Because of the weight of the turbocharger and exhaust header pipe, a stout brace was welded on the header pipe and connected to the engine. The connection of the brace to the engine is in the same location as the original brace on the catalyst converter that had been removed. All the assembled modifications were then removed and the hand made gaskets and rubber couplings installed. The header pipe was later modified to accept the standard exhaust system using the same type of connection as originally used. (Dual flanges, spring loaded and with a "donut" used for sealing the exhaust between the flanges.) This allows a certain amount of flexing of the exhaust system from engine "torque" due to the engine being transversely mounted which is normal for front wheel drive vehicles. The rest of the exhaust system; the heat shields, and the plastic under panels retained their original mounting locations and looks. The next modification was the coolant lines to and from the turbocharger. The upper intake coolant line to the turbocharger was joined to the inlet line of the vehicles heater line just before the heater valve located next to the firewall in the engine compartment using a "T" fitting and clamps. The lower coolant return line from the turbocharger was connected from the turbocharger and attached to the pipe connector that is used to fill the cooling system after the engine has been bled of air pockets. A "T" fitting was placed in the return line at its highest point to assist in filling the system with coolant. The oil feed line for the turbocharger was attached where the engine oil pressure switch is located on the front of the engine. A fitting block was installed to allow the use of 3/16 in. steel brake line to feed the oil to the turbocharger. The standard oil pressure switch was fairly easy to unscrew after removing the oil filter and the coolant lines to the oil filter cooler. After installing the adaptor block, the oil pressure switch was refitted and the original wiring connected. Two different length brake lines were used and connected together with a coupler fitting. The lines were attached to existing metal lines or the engine for support with rubber insulated clamps to minimize vibration and eliminate the possibility of breakage. The oil feed fitting banjo on the turbocharger was brazed to the metal (brake) oil line. Then the hardest part of the modification was initiated. That being; fitting the turbocharger oil drain line from the turbocharger to the oil pan. The oil pan has to be removed and a hole has to be drilled in the pan to accept a fitting for the drain line. The drain line has to be large enough for the oil to "self drain" from the turbocharger back to the oil pan. I settled on a 5/8" inside diameter line as the oil will be in a foam state and the bigger the better for draining. The drain line fitting on the pan was installed one inch above the oil level when the pan contains the required amount of oil. A 90 degree fitting was utilized in the pan to allow the oil to drain straight down from the turbocharger.

PREMILARY TESTING:

On 2/23/03 the TASK was mostly complete except for the final exhaust modifications. It was decided that a preliminary running of the engine should be done to see if the ECM was going to accept the turbocharger. All the fittings, hose connections, mounts, and electrical connections were checked for tightness. An OBD II diagnostic tool was installed to monitor most of the engine functions. In order to "pre oil" the turbocharger the engine would have to be cranked over to build up oil pressure in the system. Not wanting to start the engine at that time, the fuse to the fuel injection system was removed. The engine would not turn over. After app. 30 days of being not run, the engine battery registered 11.3 volts and the IMA battery gauge showed app. ¾ full. When the RED ROCKET was put on the jack stands the readings were 12.2 volts and ¾ full. The fuse was reinstalled and the connectors to the coils mounted on top of the spark plugs were disconnected. This time the engine turned over for app. 3 seconds at a time before the IMA would "self disconnect." This was done for over 50 times until the IMA battery indicator showed a ½ charged capacity. The coil connectors were reconnected and with my technical advisor "Frank" standing by with a fire extinguisher ( WE WERE GOING WHERE NO ONE HAS GONE BEFORE), the engine was started. As the engine ran at a fast idle, you could smell the gas fumes from the exhaust pipe because of the cranking of the engine while priming the turbocharger oil line. The injectors were still working. The engine idled at 1800 rpm as the engine oil pressure light and all other indicator lights extinguished. The CHECK ENGINE light went out as required under normal running conditions and never turned on during the preliminary running. After about 15 seconds the idle speed dropped to 1500 rpm as the excess gas in the cylinders burned off. The engine eventually idled at 1000 rpm when the engine warmed up. During that time, the IMA battery had charged up to over ¾ capacity. Two small oil leaks were observed, but corrected by tightening the fittings. My technical advisor persuaded me into taking a short drive to finalize the preliminary test.

DRIVING EVALUATION:

On accelerating I kept the rpm to a maximum of 2,000 rpm in each gear. The exhaust noise was a little loud. The gas pedal was controlled as if it was an "egg shell". No IMA assist was seen during that time. On deceleration an IMA charge was indicated on the dash gauge and the engine battery gauge would show 13.8 volts. An acceleration run was conducted in 3rd gear from 2,000 rpm. The gas pedal was "floored" and the boost gauge indicated 5 pounds of boost immediately. (This indicated to us that the turbo "spun up" to full capacity immediately.) The 5 pounds of boost never went higher as the rpm increased indicating to us that the waste gate was relieving excessive boost. The RED ROCKET started to gain speed at a "brisk rate." (Still no IMA assist) At 4,200 rpm the engine started to "surge" still under 5 pounds of boost. I immediately let off the gas pedal and decelerated back down to a minimum of 1,500 rpm. The IMA battery charge indicator functioned as usual. The engine temperature gauge showed 6 bars and the engine battery gauge read 13.2 volts. After conferring with my technical advisor who was a passenger, we felt that the standard. fuel injectors were running out of fuel under full boost. (He had calculated that the injectors were capable of 73 HP.) Another acceleration run was conducted to verify our suspicions and to make sure it was not a "knock" sensor. This time the IMA assist joined in and acceleration was "very brisk" up to 4,200 rpm when the engine began to surge again. No indication of ignition knock was heard. The OBD tool was used to monitor the timing and no malfunctions were seen. The RED ROCKET was driven back to my residence and the engine turned off. The FCD display had been reset at 0 before the engine was started after the modifications were done. It now read 42 mpg at 15 miles. Another check for oil or coolant leaks proved negative.

FURTHER TESTING:

During the next two weeks, the RED ROCKET was run with a straight pipe (locally only) for testing and evaluation. "Boost" was kept at a minimum. Occasionally I would activate boost for a reading and to "break in" the turbo but immediately let off the throttle and hear the BOV function properly. Because of the straight pipe on the exhaust system, the rpms were kept below 2500. As long as I accelerated without using a lot of throttle, the exhaust was not harsh, just loud . I constantly checked for oil and coolant leaks. At the same time I checked for excessive engine compartment heat build up near the turbocharger (with a mounted thermometer) and there was none. After 350 miles of testing, the vehicle was put back on jack stands for the completion of the exhaust system. The mpg on the FDC gauge read 54.4 mpg. The testing so far has been at an altitude of app. 2500 ft. and the outside air temperature has been between 42 and 68 degrees F. Throttle control has been controlled and monitored using the vacuum/boost gauge. During that time, the "Idle Stop" feature was disconnected to keep the temperatures of the turbocharger down during break in.

4th INJECTOR INSTALLATION:

The injector was mounted as I had indicated it would be. A special fitting to hold the injector in place was fabricated. It looked a little "crude" so it was mounted upside down under the intake pipe to keep it out of sight. It functions properly. The fuel pressure line was installed prior to the regulator with a "T" fitting and normal fuel injector hose clamps. More testing was done, checking for leaks and none developed. The electrical system for the injector would be connected later.

FINAL EXHAUST INSTALLATION:

Special fabrication was utilized again. While trying to keep the vehicle "stock looking" I used most of the stock components, including the final muffler. The only part of the stock exhaust system (after the first catalyst converter) not used was the pipe that connects the first converter to the second converter. An exhaust pipe utilizing two flanges and the donut connection was fabricated and welded into place. A fitting for the original front cushion hanger was also fabricated and installed on the pipe. The exhaust system was finally mounted, routed and cushioned as before. On starting the engine again, it sounded just like a "stock Insight". More testing will have to be done to see if the resonator and muffler are too restrictive for the turbocharger. At least I’ll be able to drive the vehicle at higher speeds and rpm as long as I stay off of "boost".

______________________DANGER/DANGER__________________________

After app. 850 miles of testing, and on starting the engine, the CHECK ENGINE light blinked several times. That means the emissions memory are wrong and has to be reset. Several days of normal driving should reset the memory. Got a CHECK ENGINE light on all the time after 887 miles of testing. All of the electrical components appear to be still working. Doesn’t appear to be any difference in power, IMA, recharge, or a decrease in miles per gallon for the way I’ve driving and testing. Will have to hook up the OBD for a diagnosis check. On hooking up the OBDII, a trouble code of 0139 was found. Per the service manual that indicates "the second 02 sensor is slow to respond." Probable cause is that the sensor is isolated from the exhaust gases and heat, it probably reads a perfect exhaust all the time. After 1032 miles of testing the CHECK ENGINE light extinguished itself. No decrease in performance. Will chart the CEL cycles without a reset action.

CEL ACTION

MILES OF TESTING | CEL ACTION : ON OFF | TOTAL MILES

0 - 887 XX 887

887 - 1032 XX 145

1032 - 1124 XX 98

1124 - 1333 XX 204

1333 - 1482 XX 149

1482 - 1620 XX 138

1620 - 1665 XX 45

1665 - 2002 XX 337

2002 - 2148 XX 146

2148 - 2245 XX 97

2245 - 2300 XX 55

2300 - 2360 XX 60

2360 - 2485 XX 125

2485 - 2602 XX 117

2602 - 2831 MCM Reset XX 229

2831 - 3000 End of Tests XX

4TH INJECTOR TUNING:

"Frank" spent many hours designing a circuit for the 4th injector. Once the preliminary circuit was finished, it was hooked up temporarily to the Insight. With the leads running through the passenger window and Frank in the passenger seat, we did several tests runs. IT IS AWESOME. Everything worked as planned and designed. No hesitation (running out of fuel) after 4000 rpm as it did before. The turbo spun up and reached maximum boost at 2500 rpm. At 5800 rpm and 5.0 pounds of boost , the LITTLE RED ROCKET is still accelerating hard. The OBD II scanner was also used at this time, with no negative indications or feedback.

A REAL ROCKET IS BORN.

 

 

Frank will build a permanent circuit board with two adjustments (actuation and pulse width) and the system will be complete. I could have purchased a programmable system for the additional injector for around $325.00 but we wanted a challenge, to do it as privateers, and be under budget. The "air conditioner compressor light" will be rewired to indicate "boost" as an additional precaution. Further testing will be done to determine the horsepower achieved. Acceleration times and speeds will also be conducted using a "G" meter.

SPECIFICATIONS TABLE FOR 4th INJECTOR:

POUNDS OF BOOST VOLTAGE REQUIRED FOR INJECTOR WIDTH

0.

1. 2.196

2. 2.364

3. 2.533

4. 2.703

5. 2.871

6. 3.042

7. 3.170

Above figures tabulated on an AF ratio of 12.5

 

PERFORMANCE TESTING:

All testing was done using the Gtech Pro Competition Meter. Horsepower is measured at the wheels. It is unknown if the Honda figures are for engine or driven wheels HP.

Most factory horsepower figures are for "at the engine." No "burnouts" or "speed shifting" were done to obtain a valid read out from the "G" meter used for testing.

 

Advertised "Modified Insight"

Stock Insight and Turbo and

IMA at full use IMA at full use

0 to 60mph in 10.6 sec. 0 to 60mph in 8.72 sec.

¼ mile in 18.59sec. @ 72.30mph. ¼ mile in 15.43 sec. @ 87.67mph

(66/91) Ft. Pounds @ (4800/2000) rpm. (151.1) Ft. pounds @ ____ rpm.

(68/73) Horsepower @ 5700 rpm. (97.9) Horsepower at ____rpm. (Engine / IMA)

Hp and Torque results are questionable because of possible malfunction in "G" meter. (Can’t read RPM?) 05/05/03

Have contacted "G" meter maker for possible solution.

 

 

ACCELERATION TO 80 MILES PER HOUR MAXIMUM:

# ONE # TWO

STANDARD INSIGHT TURBOCHARGED INSIGHT

GEAR MPH RPM TIME (sec.) GEAR MPH RPM TIME (sec.)

(3 35 2000 21.90 Driver Only) (3 35 2000 16.40 Driver/Pass)

(4 45 2000 23.01 Driver Only) (4 45 2000 17.02 Driver Only)

(5 55 2000 24.44 Driver Only) (5 55 2000 18.26 Driver Only)

A single run (with TURBO) from 0 to 100 mph was done in 19.20 sec. (Only used 1st, 2nd, and 3rd gear.)

All tests were done on the same roadway section which was level, of asphalt and gravel texture, and medium smoothness. Test runs were done in the same direction. Tire pressure was 50 psi front and 48 psi rear. 91 octane gas was used. Air temperature was app. 75 degrees (+ - 3 degrees) for all tests even though the #1 test was done 4 months before #2 test. The tests were conducted at an elevation of 2,460 feet. Start of Testing in both cases was between 2:30 and 4:00 PM. Each acceleration run was done 3 times and then "averaged" for posting. The vehicle was run at the required rpm and the required gear, then it was "pedal to the metal" until the speed of 80 mph was obtained.

FINAL EVALUATION OF MODIFICATIONS:

The fabrication and assembly of the modifications are pretty much as I had stated in my objectives in that:

1)The vehicle can be returned to a "stock" configuration with a minimum of work.

2)Total parts cost is less than my projected budget of $1,000.00.

3)A minimum of outside assistance was utilized. Work was done by two privateers.

4)The Insight retains its "stock look" from the outside.

5)Access to the modifications and to the engine for maintenance or repairs can be done

with a minimum of inconvenience.

6) The task at hand for the modification is on schedule.

DRIVING IMPRESSIONS:

The following impressions pertain only to "engine performance" and some mileage indications are speculative without controlled comparison and testing. After the turbocharger was installed, and during app. 3,000 tests miles an OBD II scanner tool has been used to monitor the engine components.

STOCK INSIGHT

The standard Insight has always been a fun car to drive. You can get excellent gas mileage and still have adequate performance to keep up with traffic. I’ve always driven the Insight as a sports car, and let the mileage take care of itself. The engine appears to be real comfortable around 3000 rpm. Gas mileage is still adequate and the engine is starting to pull good. Once you reach 4200 rpm the car accelerates at a brisk rate all the way to redline rpm which is 6000. Maximum torque is reached at 4800 rpm and maximum horsepower is achieved at 5700 rpm. I have experimented with the mileage and my high mileage is 96.4 miles per gallon for 114 miles. I don’t average less than 100 miles for an average "miles per gallon." If the vehicle is driven as a regular car, mileage of 60+ is possible. Insights driven in flat terrain, low elevation, and below average speeds will get much better. I find that most people rely too much on the IMA assist and then complain because the IMA battery won’t stay up to it’s capacity. If the battery level gets depleted to where there is no assist, a downshift is required to a lower gear and the engine run above 3000 rpm to charge up the IMA battery. Some people shift at a very low rpm to get full use of the IMA and to me that is causing an excessive load on the engine and components. The engine was designed as a low friction type and rpm wear is greatly lessened over a conventional engine. My procedure is to accelerate briskly, shift around 4000-5000 rpm and then throttle back for cruising for freeway or highway road speeds. I do not constantly short shift, as recommended by some Insight drivers. By using all the gears most of the time, the engine is never under a severe load. Using this type of driving, my lifetime average miles per gallon is 59.6. I keep my tires inflated to 48-50 psi and have not had any ill effects from those tire pressures.

WITH TURBO minus the EXTRA INJECTOR

While we were developing the extra fuel injector system, I drove the Insight app. 2000 miles. Testing and checking for any leaks, excessive noises, welds breaking, and excessive heat in the engine compartment. During that time I was also breaking in the turbo. The average "per tank" miles per gallon during that time was less than 2 miles per gallon less than what it had been in the past. This decrease was probably due to the extra cold weather encountered during testing as no extra fuel was being injected in the intake port. Also, the majority of the test miles were done at an elevation of 2500 ft. On accelerating, I found that I could run the engine to around 4000 rpm and then "feather" in "boost" and the Insight would come to life. (Torque steer could be felt in the steering wheel in first and second gear.) In normal cruising, the throttle position in relation to opening was diminished quite a lot. On a standard Insight, (if my memory is correct) IMA boost would come on when the throttle was about ½ open. After the turbo was installed, without the extra injector, the throttle felt like it was about 1/3rd open when the IMA was being actuated. All of the electrical components, IMA, regeneration, Idle stop, and fuel cutoff worked as normal. Large open throttle actuation caused the vehicle to "surge", as the standard injectors were running out of gas above 4200 rpm. After 2000 miles of testing and evaluation, the lifetime miles per gallon was still at 59.6. Because of the high miles on the vehicle, 68,000+, the lifetime miles per gallon would take some time to change. By resetting the FCD when the turbo was installed, the average miles per gallon was 55.4 for 2000 miles of testing.

WITH TURBO AND EXTRA INJECTOR

By using the maximum boost, without actuating full throttle the "G force" was definitely felt. The turbocharger started to assist the engine at app. 3,000 rpm and really started to accelerate the vehicle at app. 4,000 rpm. even before the engine reached it’s maximum torque at 4,800 rpm. The IMA was still being shown fully activated at 5,800 rpm. The BOV functioned as required at that shift point emitting a "sneeze". No excessive under hood temperatures were encountered during the final testing with the 4th Injector functioning. The "boost light" came on at one pound of boost and stayed on till boost was deactivated by closing the throttle. The LIGHT and monitoring of the BOOST GAUGE will allow the exceptional high mileage of the Insight to be maintained. It also seems that to maintain a specific mph, it takes less throttle than before, especially above 70 mph. It also appears that the IMA assist doesn’t have to work as hard at the times it is used. When the IMA battery is depleted, (no more assist) activate the boost a little, acceleration begins and the battery starts to "regen" even while accelerating up hill. Acceleration up a slight grade in 5th gear above 80 mph can be done at will. A problem developed where as at sea level, actually "0" ft. in altitude, the "boost" light would come on when in idle stop. On further testing and evaluation, it was learned that the 4th injector was being activated at 2 in. of vacuum instead of .5 pounds of "boost". This was apparently because all the setting were made at an altitude of app. 2,500 ft. Further adjustments to the additional efi controller will be done so the 4th injector is activated at 2 pounds of boost at 2,500 ft. elevation. It will still have the maximum injector width at 6,000 rpm. This will cure the problem of the injector being activated while driving at sea level altitude and at 2 inches of vacuum. After the adjustment, the injector will come on at .5 pounds of "boost" at sea level, right after the IMA activates.

After app. 3,260 miles of testing, the task is done and the project is considered complete. The MPG average over 3260 miles of testing, mostly at an altitude of 2,500 ft. is indicated at 55.6 per the FCD gauge. My lifetime miles per gallon is still at 59.6.

By concentrating on boost control over large throttle opening, acceleration is smooth and mileage doesn’t appear to suffer. Only extensive testing under a controlled scenario would show a valid comparison.

By staying off of "boost", mileage will not suffer.

CONCLUSIONS:

1) The turbocharger used is capable of producing the required amount of boost I was

looking for. ( Five pounds)

2) Turbocharger "lag" is minimum.

3) The turbocharger reaches maximum boost right after the IMA starts to assist the

engine. This can be controlled with the gas pedal.

4) By careful monitoring the vacuum/boost gauge, lower amounts of boost can be

utilized while the IMA is functioning.

5) The WASTEGATE valve and BOV valve function as they were designed.

6) The addition of the 4th injector and extra MAP sensor allows the turbocharger to

reach its full potential and assist the engine and the IMA.

7) The knock sensor will handle the timing with a boost of 5.0 pounds.

8) There is no apparent excessive heat build up in the engine or engine compartment.

9) All electrical components of the IMA system are functioning properly.

10) Boost can be controlled by closely monitoring the vacuum/boost gauge and watching

for the "boost light" while driving.

(High miles per gallon are not endangered.)

11) The extra torque and horsepower is beyond the 30% I was seeking. (App. 42%)

12) THERE IS POTENTIAL FOR A LOT MORE TORQUE AND HORSEPOWER

FROM THE ENGINE.

13) The original Insight has not been compromised, it is still a "ball" to drive, and now

is a "REAL ROCKET."

SPECIAL THANKS:

1) MJM Auto Parts Inc. of Alabama, for the great "miniature" turbocharger

2) "FRANK" Grulick for his encouragement, knowledge, guidance, patience,

support, understanding, sympathy, input, determination, design, fabrication, and

help.

AND LAST, BUT NOT LEAST

3) HONDA, for designing and building a car with an engine that has taken me;

"BEYOND EXPECTATIONS".

 

FOOT NOTE:

Some people will criticize me for my modifications and say that I ruined the Insight for what is was designed for. Being able to achieve high miles per gallon. I feel that assumption will be in error. I am attempting to prove that you can get outstanding power using a properly designed engine and obtain better than average gas mileage over a conventional engine. Honda developed the Insight into a superior vehicle with new technology, ideas, and material. I hope I have taken it ONE STEP FURTHER. Only future testing and comparison to a stock Insight will tell. Before the installation of the turbocharger, my life time miles per gallon was 59.6 mpg at 65,884 miles. I made the modifications for the CHALLENGE and because it will definitely be a:

ONE OF A KIND

My Insight still retains its original looks from the outside.

(Except for the speed stripes)

((((( UNDER THE HOOD-------------IS ANOTHER STORY.)))))))

 

PostTurbo

    REASONS FOR ABANDONING THE MODIFICATION:
  • 1) It has never been done before.
  • 2) It won't work.

MODEL:
The vehicle used for the modifications will be a 2001 Honda INSIGHT, front wheel drive, Red, air conditioned, with a 5 Speed, and has 65,884 miles on the odometer. The Lifetime Miles Per Gallon is recorded as 59.6 MPG on 01/27/03.

ENGINE:
The engine has a capacity of 995cc (60.8cu.in) with a bore of 2.8in. and a stroke of 3.21 in. It is a single overhead cam design using four valves per cylinder. The compression ratio is listed at 10.8 to 1. Suggested fuel octane is 87+. The internal components of the engine are of light weight and the engine was designed as being \low friction/. The engine is listed at 68 HP with an additional 5 HP from the IMA system at max rpm.

VEHICLE HISTORY:
The INSIGHT named \THE LITTLE RED ROCKET/ was purchased on 05/01/01 by me for me as a \Retirement Reward/ after serving 22 years on the San Diego County Sheriffs Department. The majority of driving is done at an average elevation of 2500 feet. During the first year of driving the vehicle accumulated over 45,000 miles which included the longest trip from Campo, Calif. to Venice, Florida and back. (After a 2,000 mile break in period) I love to drive and the vehicle has been all over the western United States. No problems with the engine or vehicle were encountered during any trips and no ma

Larry \WILLIE/ Williford, Campo, Calif.
Project Conceived on 11 / 15 / 02, Started Modifications on 01 /27 / 03, and Finished the Project on 04 / 13 / 03.

PROJECT/ INSIGHT POWER MODIFICATION

******THERE IS NO GUARANTEE ON THE END RESULTS AND FINAL***** INTERPETATIONS MAY VARY FROM PERSON TO PERSON.

GOAL:
To obtain app. 30% more torque and horsepower (20.4hp) from the internal combustion engine of a Honda Insight without doing \Major Engine Modifications/. The engine is rated at 68 HP. (In combination with the IMA assist .) that would yield 93.4 horsepower.

    OBJECTIVE:
  1. In doing the modifications, to allow the return to a stock engine status with a minimum of work. (In case the goal is unobtainable.)
  2. To keep the cost of the modifications as low as possible. (A budget of $1,000.00)
  3. To complete the modification with a minimum of outside assistance. (No one else to blame if it doesn't work.)
  4. Make the modifications and the vehicle to remain stock looking from the outside. (A \sleeper/.)
  5. Install the modifications so that if future work is done, access would be non restrictive.
  6. Complete the modifications in a reasonable amount of time. (90 days include testing.)
    FORSEEN PROBLEMS:
  1. There are no \aftermarket speed/ parts available for the INSIGHT.
  2. The working of the electronics in the INSIGHT are unknown to the average person and even to most of the Honda sales reps, and mechanics.
  3. The availability and cost of replacement parts that might be destroyed by the modifications.
  4. Heat buildup in the engine compartment from the main modification.
  5. Destroying the ability of the engine to obtain high MILES PER GALLON.
  6. CHECK ENGINE liglfunctions such as \CHECK ENGINE LIGHT\ have been encountered during the total miles on the vehicle. A \slow drivers window/ action has been corrected by simple lubrication of the rubber window channel on the drivers door. The \LITTLE RED ROCKET/ is the current \MILEAGE CHAMP/ of the SOUTHERN CALIFORNIA INSIGHT RALLY (2002).

PRIOR MODIFICATIONS:
Modification of the vehicle include speed stripes (white), the upper 6 in of the windshield tinted, a self constructed aluminum foot rest in the drivers compartment, a \T/ handled aluminum Hurst shifter, a longer rear window wiper blade, Visor Vents, and wider Goodyear rear tires while keeping the standard Bridgestone tires on the front. Additional Instrumentation added includes 2 red LED gauges to monitor the voltage in the 12V and 144V battery, a vacuum/boost gauge, and an air conditioner compressor \on/ indicator light. All of the routine maintenance and service tasks have been performed by a dealer or me the at the required mileage.

OWNER & BUILDER BACKGROUND:
I am 62 years old, divorced, and retired after 22 years in Law Enforcement. I had 18 years experience as a motorcycle mechanic, prior to changing careers and entering that profession. During the years as a mechanic, I raced both AMA, FIM. and ACA as a \privateer/. I also participated in the Bonneville Speed Trials and still hold a record there in the A-C-200 class for motorcycles. (1970). I own a 1998 NASCAR SPECIAL EDITION Ford F-150 pickup and a Turbocharged 2300cc (Ford Powered) dune buggy which I usually drive in the Dunes at Glamis, Calif. I do the modifications, and maintenance on all of my vehicles. I bought the INSIGHT for its looks and technical innovations.

ON TO THE CHALLENGE

(2)

THE TASK:
Numerous hours of research, talking to individuals who are knowledgeable in building engines for performance, from my personal experience, and the goal and objectivity of the task at hand, I decided that the only modification needed was the addition of a TURBOCHARGER. The design of the engine; being a \low friction/ type, overhead camshaft, having four valves per cylinder, needle rocker shaft bearings, aluminum rocker arms, a long stroke, compression ratio of 10.8-1, and especially the \off set cylinder line/ were the key factors in my decision. Having installed a turbocharger before on my dune buggy, I knew of the concept and had a working knowledge of the system. After doing extensive research for aftermarket speed parts for the Insight, I found that there was nothing available.

    PARTS NEEDED
  1. TURBOCHARGER: After researching various cars that were turbocharged, I finally decided on a turbocharger from a \Chevy Sprint/, which was basically a Geo Metro, app. 998cc capacity. It should produce 7 pounds of boost maximum and was within my requirements of 5 pounds which was what I anticipated as the maximum boost the engine would accept before getting into the dreaded \knock/ area. The high \static/ compression ratio was also a limiting factor on the boost activated. 10.8 to one is the most I've ever seen in any production vehicle. Doing the math, 5 pounds of boost would yield app. a 15-1 corrected compression ratio. A small sized turbocharger was desired to eliminate the \turbo lag/ which is evident when the turbocharger size is too large for the engine capacity. I wanted to have the turbo \spool up/ about the same time the IMA system was activated. Hours of research on different sized turbochargers indicated that an IHI VZ-5 RHB-32 turbocharger was close to the right size needed. They are very hard to find, but one was located in Alabama at a turbocharger rebuild company. The turbocharger is water cooled and oil lubricated from oil supplied by the engines oil pump. After receiving some pictures and the measurements of the turbocharger from the turbocharger rebuild company, the engine bay of the Insight was measured for connecting everything. It will be tight. Finally I committed myself and the turbocharger was ordered. A \heat shield/ for the turbocharger may have to be fabricated after testing because of possible high temperatures in the engine compartment as the turbocharger will be mounted behind the engine, and not in the common \air stream/ on the front of the engine.
  2. INDUCTION SYSTEM: An Intercooler (a small compact radiator) for the intake air was desired because of the heat build up when the intake air is being compressed and forced into the engine. My intentions were to maintain the \intake/ air temperature between 20 and 50 degrees above the \real/ weather temperature. Factors; including the octane of the fuel used (91), the compression ratio of the engine (10.8-1), the 3 fuel injectors capacity, and the engine timing available (unknown) was taken into consideration. I found an intercooler that matched my requirements on E bay. I purchased the item and when it arrived I was really pleased because it already had a BOV valve installed. A BOV is a valve mounted on the air intake system after the turbocharger compressor and before the engine intake that relieves the pressure of the turbo without allowing the turbocharger to \spool down/ when the throttle is rapidly closed as when shifting. The size of the intake tubes were determined by the size of the intake and outlet ports of the turbo air compressor and the intercooler. The rubber connectors for all the tubes would came from the local \dune buggy/ shop. Because of the low boost required, (5 pounds) I anticipated they would be sufficient rather than purchase the expensive \silicone hoses/ which are needed in high pressure applications. The connectors are about 1/3rd the cost of silicone hoses. The intake air tubes will be fabricated from 1.5in. mandrel bent tubing that is used in building exhaust systems for dune buggies. The rubber hose intake pipe from the original housing of the air cleaner to the throttle body on the engine would be retained in order to keep the MAP and IAT sensors in their original location. The EGR valve line would have to be re routed to the intake system to receive filtered air to comply with the emissions requirements.
  3. AIR CLEANER: The standard air cleaner housing and associated parts would have to be removed to make room for the intercooler. If the engine did not have air conditioning, the intercooler would fit in the space occupied by the air conditioner evaporator radiator and fan. After estimating the square inches (area) needed for the air cleaner element, an air filter housing with an air filter has to be fabricated. The air cleaner would be mounted as close to the turbo air compressor intake as possible.
  4. EXHAUST SYSTEM: I wanted to use the original exhaust system and figured the first catalyst converter would be utilized just by re positioning the converter. It would retain the original o2 sensors and heat shields. An adaptor pipe would have to be constructed to connect the converter to the rest of the standard exhaust system.
  5. TURBOCHARGER ADAPTOR: On receiving the turbocharger (before removing any parts from the engine) it was realized that the task was going to be difficult. I had purchased an Insight exhaust port gasket and saw there may be problems. The size of the exhaust port on the Insight was app. 2 times larger than the port on the turbo. The shape of the port on the Insight was oval, like a race track and the port on the turbo was round and smaller in diameter. The three mounting studs on the Insight were in a different pattern than the three mounting holes on the turbo. No bolt on adaptors were available. Fabrication of an adaptor plate would have to done. That was eventually completed by first constructing the adaptor pattern out of ¾ in fiberboard. After four patterns were made, a final design was selected. The adaptor was then made of 1 in thick mild steel in order to match the ports at a reasonable angle. Matching of the ports was done with a lot of grinding with a die grinder and various cutters and stones. The adaptor plate would be installed using the original exhaust studs on the Insight head. Then additional studs mounted in the adaptor would be used to connect the turbo to the engine.
  6. GASKETS: No high temperature gaskets were available for the turbo. The gaskets would be fabricated from a sheet of Felpro \Fel-Ramic/ gasket material. It is made of the same type of material that the Felpro exhaust \donuts/ are constructed of. It is a layer of thin metal sandwiched between a coating of ceramic material. The gaskets should handle the high temperatures generated by the turbocharger.
  7. IGNITION: No changes would be attempted in the ignition system. Timing is set at 12 degrees btdc and would be more than adequate for my needs. I was unable to find any specifications or perimeters for the \knock sensor/ and hoped it will do its task when dealing with the high compression (15.1+-1) while under boost.
  8. INJECTORS: No available information on the injectors were found. The technical department at Honda USA was of little help. I knew what pressure the injectors work under, and the number of injectors used. They were probably operating at 85% capacity as that is the standard guide line on most factory injectors. With the help of my technical consultant \Frank Gruich/, the capacity of the injectors were tabulated and it was estimated that they are probably good for app. 73 horsepower at 100% capacity. In trying to keep the economy of the engine the same, we knew that the injectors were not capable for the horsepower I was expecting. A final conclusion was that the addition of a 4th injector in the main stream of the intake duct with the right flow rate was the easiest solution.

    (5)

    SOLVING THE INJECTOR PROBLEM

    I met with \Frank/ and he hooked up an oscilloscope to one of the Insight injectors to get a reading. Here is what we discovered. At idle the injectors are working at 3.4 millisecond when cold. With the fuel injectors regulator vacuum line disconnected, the \pulse rate/ was 14 millisecond. There were 135 millisecond between pulses, showing the injectors operate every other revolution of the engine. Maximum output at 6,000 rpm was estimated at 20 millisecond. We also discovered that the Insight MAP sensor was a 1 bar type sensor and would not support any \boost/. We had already decided that an additional injector was required, so a single injector holder along with an injector \keeper/ would be designed and it would be brazed into the intake metal pipe that would have to be fabricated. The pipe goes from the intercooler to the engine. The intake pipe diameter would be 1.5 in. on one end and 2.6 in. on the other. The injector would be mounted in the largest diameter section of the pipe and would be situated so the spray nozzle was pointed towards the intake at a 45 degree angle. That would allow the spray pattern to be least disturbed. The mounted injector would be from a Ford, 5,0 liter engine.

    INJECTOR CONTROLLER
    In order to control the injector, an additional MAP sensor that reads two bars of atmosphere pressure would be added to the circuit and only be activated by \boost/. The MAP sensor will be a GM 2 bar type. The original MAP sensor will not be disturbed so it will not effect the good mileage the Insight gets, as long as the \boost/ is not activated. A \T/ fitting would have to be installed in the main fuel line leading to the fuel pressure regulator and another line connected to the 4th injector. That would give the 4th injector the required maximum fuel pressure under \boost\. Another small \injector controller/ would be fabricated to control the pulse width and timing of the injector as the boost is increased. The GM map sensor would be installed in the engine compartment and the \pressure/ line connected to the vacuum/boost gauge with another \T/ fitting. The \black box/, controler for the 4th injector would be mounted in the engine compartment next to the battery on a special removable mounting plate.

    (6)

    INSTALLATION:
    The INSIGHT was finally put on jack stands on 01/27/03 and the panels under the engine were removed. The exhaust system was disconnected from the first catalyst converter and wired up to the frame out of the way. The first catalyst converter was removed after disconnecting the two o2 sensors. The converter weighs a \ton/. It is heavy. The exhaust port on the head was the same shape as the gasket I had purchased from Honda, so I was right on the shape of the adaptor needed. The adaptor had been manufactured after I received the turbocharger. The turbocharger adaptor was installed and tightened lightly. The turbocharger was installed \finger tight/ to aid in construction and alignment of the other components. A new air cleaner had to be fabricated. It was mounted between the turbocharger and the firewall of the engine bay. Two air cleaner elements, giving the required sq. inches for \breathing/ had to be mounted on the same end of the housing to allow the connections to the turbocharger to be completed. Later in the installation process, the air cleaner was mounted permanently to the turbocharger instead of the firewall to allow for flexing when the engine is under high torque loads as I had made the connector between the two out of metal tubing instead of a bellows type rubber connector. This results in a low restricted intake giving a smooth flow of air to the turbocharger air intake. The waste gate was originally mounted on the turbocharger for a front (radiator side) engine mounted attachment. That was totally opposite for my application as the turbo would be mounted on the rear (firewall side) of the engine. A special bracket had to be fabricated for mounting the waste gate on the turbocharger and the waste gate actuation rod had to be lengthened to be operative. The intercooler was mounted below and in front of the area where the original air cleaner box had been located. All of the intake pipes were fabricated and installed. The next job was to install the catalyst converter. That's when I hit the \wall/. By repositioning the converter on the end of the turbo where it has to go, it would not fit. Even if I decided to modify the converter which I didn't want to do, a lot of modifications in the engine compartment would have to be done destroying the \stock look/. By relocating the 12V battery to the rear of the vehicle it would fit, so a different plan was decided on. A header pipe with an adaptor between the pipe and the turbo was going to have to be constructed. An adaptor pattern was fabricated from ¾ in. pressed fiberboard again. This time only two patterns were built before it was correct. The exhaust pipe was constructed out of 1.75 inch exhaust tubing. It was routed from the end of the turbo and exited straight down towards the standard exhaust system exactly in the middle of the opening between the two panels beneath the engine. A heat shield was constructed and installed to protect items that were within 1.5 inches of the exhaust pipe header. A fitting was welded to the header pipe to allow the first exhaust sensor to be installed. The sensor was installed using the original wiring without modifications and connected as close to the beginning of the header and after the turbo connection as possible. A small cylinder app. 2 inches long, 1.5 inches in diameter and with one end open was fabricated and another 02 fitting welded to the closed end. The second exhaust sensor was threaded into the cylinder. Another heat shield was fabricated to protect the axle boot because of possible heat from the header pipe. The small cylinder containing the second exhaust sensor was mounted out of the way. Again no modification to the sensor wiring was done. Eventually the cylinder containing the second O2 sensor was partially closed on the open end to protect the sensor from the elements. More on that installation later. Because of the weight of the turbocharger and exhaust header pipe, a stout brace was welded on the header pipe and connected to the engine. The connection of the brace to the engine is in the same location as the original brace on the catalyst converter that had been removed. All the assembled modifications were then removed and the hand made gaskets and rubber couplings installed. The header pipe was later modified to accept the standard exhaust system using the same type of connection as originally used. (Dual flanges, spring loaded and with a \donut/ used for sealing the exhaust between the flanges.) This allows a certain amount of flexing of the exhaust system from engine \torque/ due to the engine being transversely mounted which is normal for front wheel drive vehicles. The rest of the exhaust system; the heat shields, and the plastic under panels retained their original mounting locations and looks. The next modification was the coolant lines to and from the turbocharger. The upper intake coolant line to the turbocharger was joined to the inlet line of the vehicles heater line just before the heater valve located next to the firewall in the engine compartment using a \T\ fitting and clamps. The lower coolant return line from the turbocharger was connected from the turbocharger and attached to the pipe connector that is used to fill the cooling system after the engine has been bled of air pockets. A \T/ fitting was placed in the return line at its highest point to assist in filling the system with coolant. The oil feed line for the turbocharger was attached where the engine oil pressure switch is located on the front of the engine. A fitting block was installed to allow the use of 3/16 in. steel brake line to feed the oil to the turbocharger. The standard oil pressure switch was fairly easy to unscrew after removing the oil filter and the coolant lines to the oil filter cooler. After installing the adaptor block, the oil pressure switch was refitted and the original wiring connected. Two different length brake lines were used and connected together with a coupler fitting. The lines were attached to existing metal lines or the engine for support with rubber insulated clamps to minimize vibration and eliminate the possibility of breakage. The oil feed fitting banjo on the turbocharger was brazed to the metal (brake) oil line. Then the hardest part of the modification was initiated. That being; fitting the turbocharger oil drain line from the turbocharger to the oil pan. The oil pan has to be removed and a hole has to be drilled in the pan to accept a fitting for the drain line. The drain line has to be large enough for the oil to \self drain/ from the turbocharger back to the oil pan. I settled on a 5/8/ inside diameter line as the oil will be in a foam state and the bigger the better for draining. The drain line fitting on the pan was installed one inch above the oil level when the pan contains the required amount of oil. A 90 degree fitting was utilized in the pan to allow the oil to drain straight down from the turbocharger.

    (8)

    PREMILARY TESTING:
    On 2/23/03 the TASK was mostly complete except for the final exhaust modifications. It was decided that a preliminary running of the engine should be done to see if the ECM was going to accept the turbocharger. All the fittings, hose connections, mounts, and electrical connections were checked for tightness. An OBD II diagnostic tool was installed to monitor most of the engine functions. In order to \pre oil/ the turbocharger the engine would have to be cranked over to build up oil pressure in the system. Not wanting to start the engine at that time, the fuse to the fuel injection system was removed. The engine would not turn over. After app. 30 days of being not run, the engine battery registered 11.3 volts and the IMA battery gauge showed app. ¾ full. When the RED ROCKET was put on the jack stands the readings were 12.2 volts and ¾ full. The fuse was reinstalled and the connectors to the coils mounted on top of the spark plugs were disconnected. This time the engine turned over for app. 3 seconds at a time before the IMA would \self disconnect./ This was done for over 50 times until the IMA battery indicator showed a ½ charged capacity. The coil connectors were reconnected and with my technical advisor \Frank/ standing by with a fire extinguisher ( WE WERE GOING WHERE NO ONE HAS GONE BEFORE), the engine was started. As the engine ran at a fast idle, you could smell the gas fumes from the exhaust pipe because of the cranking of the engine while priming the turbocharger oil line. The injectors were still working. The engine idled at 1800 rpm as the engine oil pressure light and all other indicator lights extinguished. The CHECK ENGINE light went out as required under normal running conditions and never turned on during the preliminary running. After about 15 seconds the idle speed dropped to 1500 rpm as the excess gas in the cylinders burned off. The engine eventually idled at 1000 rpm when the engine warmed up. During that time, the IMA battery had charged up to over ¾ capacity. Two small oil leaks were observed, but corrected by tightening the fittings. My technical advisor persuaded me into taking a short drive to finalize the preliminary test.

    DRIVING EVALUATION:
    On accelerating I kept the rpm to a maximum of 2,000 rpm in each gear. The exhaust noise was a little loud. The gas pedal was controlled as if it was an \egg shell/. No IMA assist was seen during that time. On deceleration an IMA charge was indicated on the dash gauge and the engine battery gauge would show 13.8 volts. An acceleration run was conducted in 3rd gear from 2,000 rpm. The gas pedal was \floored/ and the boost gauge indicated 5 pounds of boost immediately. (This indicated to us that the turbo \spun up/ to full capacity immediately.) The 5 pounds of boost never went higher as the rpm increased indicating to us that the waste gate was relieving excessive boost. The RED ROCKET started to gain speed at a \brisk rate./ (Still no IMA assist) At 4,200 rpm the engine started to \surge/ still under 5 pounds of boost. I immediately let off the gas pedal and decelerated back down to a minimum of 1,500 rpm. The IMA battery charge indicator functioned as usual. The engine temperature gauge showed 6 bars and the engine battery gauge read 13.2 volts. After conferring with my technical advisor who was a passenger, we felt that the standard. fuel injectors were running out of fuel under full boost. (He had calculated that the injectors were capable of 73 HP.) Another acceleration run was conducted to verify our suspicions and to make sure it was not a \knock/ sensor. This time the IMA assist joined in and acceleration was \very brisk/ up to 4,200 rpm when the engine began to surge again. No indication of ignition knock was heard. The OBD tool was used to monitor the timing and no malfunctions were seen. The RED ROCKET was driven back to my residence and the engine turned off. The FCD display had been reset at 0 before the engine was started after the modifications were done. It now read 42 mpg at 15 miles. Another check for oil or coolant leaks proved negative.

    FURTHER TESTING:
    During the next two weeks, the RED ROCKET was run with a straight pipe (locally only) for testing and evaluation. \Boost/ was kept at a minimum. Occasionally I would activate boost for a reading and to \break in/ the turbo but immediately let off the throttle and hear the BOV function properly. Because of the straight pipe on the exhaust system, the rpms were kept below 2500. As long as I accelerated without using a lot of throttle, the exhaust was not harsh, just loud . I constantly checked for oil and coolant leaks. At the same time I checked for excessive engine compartment heat build up near the turbocharger (with a mounted thermometer) and there was none. After 350 miles of testing, the vehicle was put back on jack stands for the completion of the exhaust system. The mpg on the FDC gauge read 54.4 mpg. The testing so far has been at an altitude of app. 2500 ft. and the outside air temperature has been between 42 and 68 degrees F. Throttle control has been controlled and monitored using the vacuum/boost gauge. During that time, the \Idle Stop/ feature was disconnected to keep the temperatures of the turbocharger down during break in.

    4th INJECTOR INSTALLATION:
    The injector was mounted as I had indicated it would be. A special fitting to hold the injector in place was fabricated. It looked a little \crude/ so it was mounted upside down under the intake pipe to keep it out of sight. It functions properly. The fuel pressure line was installed prior to the regulator with a \T/ fitting and normal fuel injector hose clamps. More testing was done, checking for leaks and none developed. The electrical system for the injector would be connected later.

    (10)

    FINAL EXHAUST INSTALLATION:
    Special fabrication was utilized again. While trying to keep the vehicle \stock looking/ I used most of the stock components, including the final muffler. The only part of the stock exhaust system (after the first catalyst converter) not used was the pipe that connects the first converter to the second converter. An exhaust pipe utilizing two flanges and the donut connection was fabricated and welded into place. A fitting for the original front cushion hanger was also fabricated and installed on the pipe. The exhaust system was finally mounted, routed and cushioned as before. On starting the engine again, it sounded just like a \stock Insight/. More testing will have to be done to see if the resonator and muffler are too restrictive for the turbocharger. At least I'll be able to drive the vehicle at higher speeds and rpm as long as I stay off of \boost/.

    DANGER/DANGER
    After app. 850 miles of testing, and on starting the engine, the CHECK ENGINE light blinked several times. That means the emissions memory are wrong and has to be reset. Several days of normal driving should reset the memory. Got a CHECK ENGINE light on all the time after 887 miles of testing. All of the electrical components appear to be still working. Doesn't appear to be any difference in power, IMA, recharge, or a decrease in miles per gallon for the way I've driving and testing. Will have to hook up the OBD for a diagnosis check. On hooking up the OBDII, a trouble code of 0139 was found. Per the service manual that indicates \the second 02 sensor is slow to respond./ Probable cause is that the sensor is isolated from the exhaust gases and heat, it probably reads a perfect exhaust all the time. After 1032 miles of testing the CHECK ENGINE light extinguished itself. No decrease in performance. Will chart the CEL cycles without a reset action.

    MILES OF TESTING   |   CEL ACTION :  ON           OFF      |      TOTAL MILES 
           0 - 887                                    XX                             887
         887 - 1032                      XX                              145           
        1032 - 1124                                   XX                              98
        1124 - 1333                      XX                              204 
        1333 - 1482                                   XX                             149
        1482 - 1620                      XX                              138      
        1620 - 1665                                   XX                              45
        1665 - 2002                      XX                              337   
        2002 - 2148                                   XX                             146
        2148 - 2245                      XX                               97      
        2245 - 2300                                   XX                              55    
        2300 - 2360                      XX                               60
        2360 - 2485                                   XX                             125
        2485 - 2602                      XX                              117    
        2602 - 2831           MCM Reset  XX                              229
        2831 - 3000           End of Tests        XX           
    

    4TH INJECTOR TUNING:
    \Frank/ spent many hours designing a circuit for the 4th injector. Once the preliminary circuit was finished, it was hooked up temporarily to the Insight. With the leads running through the passenger window and Frank in the passenger seat, we did several tests runs. IT IS AWESOME. Everything worked as planned and designed. No hesitation (running out of fuel) after 4000 rpm as it did before. The turbo spun up and reached maximum boost at 2500 rpm. At 5800 rpm and 5.0 pounds of boost , the LITTLE RED ROCKET is still accelerating hard. The OBD II scanner was also used at this time, with no negative indications or feedback.

    A REAL ROCKET IS BORN.
    Frank will build a permanent circuit board with two adjustments (actuation and pulse width) and the system will be complete. I could have purchased a programmable system for the additional injector for around $325.00 but we wanted a challenge, to do it as privateers, and be under budget. The \air conditioner compressor light/ will be rewired to indicate \boost/ as an additional precaution. Further testing will be done to determine the horsepower achieved. Acceleration times and speeds will also be conducted using a \G/ meter.

    SPECIFICATIONS TABLE FOR 4th INJECTOR:
    POUNDS OF BOOST    VOLTAGE REQUIRED FOR INJECTOR WIDTH
    	0.
            1.                                         2.196
    	2.                                         2.364
    	3.                                         2.533
    	4.                                         2.703
    	5.                                         2.871
    	6.                                         3.042
    	7.                                         3.170
    Above figures tabulated on an AF ratio of 12.5		
    

    (12)

    PERFORMANCE TESTING:
    All testing was done using the Gtech Pro Competition Meter. Horsepower is measured at the wheels. It is unknown if the Honda figures are for engine or driven wheels HP.
    Most factory horsepower figures are for \at the engine./ No \burnouts/ or \speed shifting/ were done to obtain a valid read out from the \G/ meter used for testing.

    
                 Advertised                                    \Modified Insight/
             Stock Insight and                                     Turbo and     
              IMA at full use                                   IMA at full use
          0 to 60mph  in 10.6 sec.                           0 to 60mph in 8.72 sec.           
      1/4 mile in 18.59sec. @ 72.30mph.                 1/4 mile in 15.43 sec. @ 87.67mph 
    (66/91) Ft. Pounds @ (4800/2000) rpm.                   (151.1) Ft. pounds @ rpm.         
    (68/73) Horsepower @  5700 rpm.                         (97.9) Horsepower at rpm.
    (Engine / IMA) 
    
    Hp and Torque results are questionable because of possible malfunction in \G/ meter.
    (Can't read RPM?) 05/05/03 - Have contacted \G/ meter maker for possible solution.
    
    ACCELERATION TO 80 MILES PER HOUR MAXIMUM:
    
                   # ONE                               # TWO
             STANDARD INSIGHT                   TURBOCHARGED INSIGHT                                       
    GEAR   MPH    RPM   TIME (sec.)         GEAR  MPH   RPM    TIME (sec.)
      (3    35   2000   21.90 Driver Only)    (3   35  2000    16.40 Driver/Pass)
      (4    45   2000   23.01 Driver Only)    (4   45  2000    17.02 Driver Only) 
      (5    55   2000   24.44 Driver Only)    (5   55  2000    18.26 Driver Only)
    

    A single run (with TURBO) from 0 to 100 mph was done in 19.20 sec. (Only used 1st, 2nd, and 3rd gear.)

    All tests were done on the same roadway section which was level, of asphalt and gravel texture, and medium smoothness. Test runs were done in the same direction. Tire pressure was 50 psi front and 48 psi rear. 91 octane gas was used. Air temperature was app. 75 degrees (+ - 3 degrees) for all tests even though the #1 test was done 4 months before #2 test. The tests were conducted at an elevation of 2,460 feet. Start of Testing in both cases was between 2:30 and 4:00 PM. Each acceleration run was done 3 times and then \averaged/ for posting. The vehicle was run at the required rpm and the required gear, then it was \pedal to the metal/ until the speed of 80 mph was obtained.

    (13)

    FINAL EVALUATION OF MODIFICATIONS:

      The fabrication and assembly of the modifications are pretty much as I had stated in my objectives in that:
    1. The vehicle can be returned to a \stock/ configuration with a minimum of work.
    2. Total parts cost is less than my projected budget of $1,000.00.
    3. A minimum of outside assistance was utilized. Work was done by two privateers.
    4. The Insight retains its \stock look/ from the outside.
    5. Access to the modifications and to the engine for maintenance or repairs can be done with a minimum of inconvenience.
    6. The task at hand for the modification is on schedule.

    DRIVING IMPRESSIONS:
    The following impressions pertain only to \engine performance/ and some mileage indications are speculative without controlled comparison and testing. After the turbocharger was installed, and during app. 3,000 tests miles an OBD II scanner tool has been used to monitor the engine components.

    STOCK INSIGHT
    The standard Insight has always been a fun car to drive. You can get excellent gas mileage and still have adequate performance to keep up with traffic. I've always driven the Insight as a sports car, and let the mileage take care of itself. The engine appears to be real comfortable around 3000 rpm. Gas mileage is still adequate and the engine is starting to pull good. Once you reach 4200 rpm the car accelerates at a brisk rate all the way to redline rpm which is 6000. Maximum torque is reached at 4800 rpm and maximum horsepower is achieved at 5700 rpm. I have experimented with the mileage and my high mileage is 96.4 miles per gallon for 114 miles. I don't average less than 100 miles for an average \miles per gallon./ If the vehicle is driven as a regular car, mileage of 60+ is possible. Insights driven in flat terrain, low elevation, and below average speeds will get much better. I find that most people rely too much on the IMA assist and then complain because the IMA battery won't stay up to its capacity. If the battery level gets depleted to where there is no assist, a downshift is required to a lower gear and the engine run above 3000 rpm to charge up the IMA battery. Some people shift at a very low rpm to get full use of the IMA and to me that is causing an excessive load on the engine and components. The engine was designed as a low friction type and rpm wear is greatly lessened over a conventional engine. My procedure is to accelerate briskly, shift around 4000-5000 rpm and then throttle back for cruising for freeway or highway road speeds. I do not constantly short shift, as recommended by some Insight drivers. By using all the gears most of the time, the engine is never under a severe load. Using this type of driving, my lifetime average miles per gallon is 59.6. I keep my tires inflated to 48-50 psi and have not had any ill effects from those tire pressures.

    WITH TURBO minus the EXTRA INJECTOR
    While we were developing the extra fuel injector system, I drove the Insight app. 2000 miles. Testing and checking for any leaks, excessive noises, welds breaking, and excessive heat in the engine compartment. During that time I was also breaking in the turbo. The average \per tank/ miles per gallon during that time was less than 2 miles per gallon less than what it had been in the past. This decrease was probably due to the extra cold weather encountered during testing as no extra fuel was being injected in the intake port. Also, the majority of the test miles were done at an elevation of 2500 ft. On accelerating, I found that I could run the engine to around 4000 rpm and then \feather/ in \boost/ and the Insight would come to life. (Torque steer could be felt in the steering wheel in first and second gear.) In normal cruising, the throttle position in relation to opening was diminished quite a lot. On a standard Insight, (if my memory is correct) IMA boost would come on when the throttle was about ½ open. After the turbo was installed, without the extra injector, the throttle felt like it was about 1/3rd open when the IMA was being actuated. All of the electrical components, IMA, regeneration, Idle stop, and fuel cutoff worked as normal. Large open throttle actuation caused the vehicle to \surge/, as the standard injectors were running out of gas above 4200 rpm. After 2000 miles of testing and evaluation, the lifetime miles per gallon was still at 59.6. Because of the high miles on the vehicle, 68,000+, the lifetime miles per gallon would take some time to change. By resetting the FCD when the turbo was installed, the average miles per gallon was 55.4 for 2000 miles of testing.

    WITH TURBO AND EXTRA INJECTOR
    By using the maximum boost, without actuating full throttle the \G force/ was definitely felt. The turbocharger started to assist the engine at app. 3,000 rpm and really started to accelerate the vehicle at app. 4,000 rpm. even before the engine reached its maximum torque at 4,800 rpm. The IMA was still being shown fully activated at 5,800 rpm. The BOV functioned as required at that shift point emitting a \sneeze/. No excessive under hood temperatures were encountered during the final testing with the 4th Injector functioning. The \boost light/ came on at one pound of boost and stayed on till boost was deactivated by closing the throttle. The LIGHT and monitoring of the BOOST GAUGE will allow the exceptional high mileage of the Insight to be maintained. It also seems that to maintain a specific mph, it takes less throttle than before, especially above 70 mph. It also appears that the IMA assist doesn't have to work as hard at the times it is used. When the IMA battery is depleted, (no more assist) activate the boost a little, acceleration begins and the battery starts to \regen/ even while accelerating up hill. Acceleration up a slight grade in 5th gear above 80 mph can be done at will. A problem developed where as at sea level, actually \0/ ft. in altitude, the \boost/ light would come on when in idle stop. On further testing and evaluation, it was learned that the 4th injector was being activated at 2 in. of vacuum instead of .5 pounds of \boost\. This was apparently because all the setting were made at an altitude of app. 2,500 ft. Further adjustments to the additional efi controller will be done so the 4th injector is activated at 2 pounds of boost at 2,500 ft. elevation. It will still have the maximum injector width at 6,000 rpm. This will cure the problem of the injector being activated while driving at sea level altitude and at 2 inches of vacuum. After the adjustment, the injector will come on at .5 pounds of \boost/ at sea level, right after the IMA activates.
    After app. 3,260 miles of testing, the task is done and the project is considered complete. The MPG average over 3260 miles of testing, mostly at an altitude of 2,500 ft. is indicated at 55.6 per the FCD gauge. My lifetime miles per gallon is still at 59.6.
    By concentrating on boost control over large throttle opening, acceleration is smooth and mileage doesn't appear to suffer. Only extensive testing under a controlled scenario would show a valid comparison.

    By staying off of \boost/, mileage will not suffer.

      CONCLUSIONS:
    1. The turbocharger used is capable of producing the required amount of boost I was looking for. ( Five pounds)
    2. Turbocharger \lag/ is minimum.
    3. The turbocharger reaches maximum boost right after the IMA starts to assist the engine. This can be controlled with the gas pedal.
    4. By careful monitoring the vacuum/boost gauge, lower amounts of boost can be utilized while the IMA is functioning.
    5. The WASTEGATE valve and BOV valve function as they were designed.
    6. The addition of the 4th injector and extra MAP sensor allows the turbocharger to reach its full potential and assist the engine and the IMA.
    7. The knock sensor will handle the timing with a boost of 5.0 pounds.
    8. There is no apparent excessive heat build up in the engine or engine compartment.
    9. All electrical components of the IMA system are functioning properly.
    10. Boost can be controlled by closely monitoring the vacuum/boost gauge and watching for the \boost light/ while driving. (High miles per gallon are not endangered.)
    11. The extra torque and horsepower is beyond the 30% I was seeking. (App. 42%)
    12. THERE IS POTENTIAL FOR A LOT MORE TORQUE AND HORSEPOWER FROM THE ENGINE.
    13. The original Insight has not been compromised, it is still a \ball/ to drive, and now is a \REAL ROCKET./

    (16)

    SPECIAL THANKS:
    1) MJM Auto Parts Inc. of Alabama, for the great \miniature/ turbocharger
    2) \FRANK/ Grulick for his encouragement, knowledge, guidance, patience, support, understanding, sympathy, input, determination, design, fabrication, and help.
    AND LAST, BUT NOT LEAST
    3) HONDA, for designing and building a car with an engine that has taken me;

    \BEYOND EXPECTATIONS/.

    FOOT NOTE:
    Some people will criticize me for my modifications and say that I ruined the Insight for what is was designed for. Being able to achieve high miles per gallon. I feel that assumption will be in error. I am attempting to prove that you can get outstanding power using a properly designed engine and obtain better than average gas mileage over a conventional engine. Honda developed the Insight into a superior vehicle with new technology, ideas, and material. I hope I have taken it ONE STEP FURTHER. Only future testing and comparison to a stock Insight will tell. Before the installation of the turbocharger, my life time miles per gallon was 59.6 mpg at 65,884 miles. I made the modifications for the CHALLENGE and because it will definitely be a:

    ONE OF A KIND
    My Insight still retains its original looks from the outside.
    (Except for the speed stripes)
    ((((( UNDER THE HOOD-------------IS ANOTHER STORY.)))))))

    e and watching
         for the \boost light/ while driving.
    
    ht to be activated repeatedly by the modifications.