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Bisimoto Single Overhead Cam Engine Build - SOHC On This

Bisimoto Is Back And Ready To Answer Those Who Dare To Say The Single Cam Fam Can't Hang

Sep 9, 2009

Ed note: Last year, we connected with the SOHC Honda master, Bisi Ezerioha for the Castrol Syntec Top Shop Challenge in the hopes of bringing the most unique engine setup to the table. Being one of the few teams with a naturally-aspirated setup, we certainly had our work cut out for us as we went heads up with the likes of some the world's best turbocharged platforms, including the RB26DETT, SR20DET and 4G63, which wound up winning overall. Of course, that's not to say our decision to take a NA F22 engine was a poor one; in fact, if you take into consideration an alternative multiplier (read Eric Hsu's blog entry at 'Beyond the Dyno': http://www.beyondthedyno.com/Blogs/Eric/?p=1244 to see what we mean), our engine setup actually made the most power. But that's the past and the winners (AMS Performance) deserved the win hands-down. Bisi, on the other hand, knew that challenge wouldn't be the end and promised he'd back with a new single cam killer to prove once and for all that his engineering expertise is the real deal. We'd like to introduce you to a new multi-part story behind the build of Bisimoto's 700hp D16, an engine that incorporates two things Bisi is usually not associated with: VTEC and a turbocharger. Can he prove that SOHC is best? We'll soon find out - but for now, we'll let the man himself give you the concept and introduction to his latest engine.

Many consider us at Bisimoto Engineering as magicians. After all, how is it possible to make ungodly amounts of naturally-aspirated power from lowly SOHC F- and D-Series engines? This technology also trickles down to the B-, K- and H-Series twin cam engines we tune and build. Last year, I embarked on an engine challenge where we represented Super Street to the tune of a 360hp F22A NA engine on unleaded pump gasoline. Though the challenge was dominated by our turbocharged peers, we hung in the middle of the pack with some stout unboosted power figures. Since then, letters and emails have poured in asking us to build the ultimate turbocharged setup. One of the competitors had the audacity to comment that the reason that we chose a naturally-aspirated powerplant is because that's all we know. I don't think he realizes how wrong he is! What he doesn't know is that we tune lots of turbocharged systems and build countless engines for enthusiasts worldwide, so it's painfully obvious that designing turbo-based engines to make huge power is very easy, especially when being compared to one using natural aspiration.

So what's the answer to our fans? After a good discussion with JDM Wong, we came up with this: a streetable 650-700 whp D16Z6 turbocharged Honda engine - but it doesn't stop there. In typical Bisimoto fashion, this engine combo will run on unleaded gasoline and be housed in a 1988 Honda Civic wagon1 & 2! Our goal is to build the most powerful street D-series in the world3 (the most horsepower ever produced in a Civic wagon) and exceed 510 crank hp/litre - and the best part is you can build the same setup for relatively little money. The foundation of this engine begins with a Golden Eagle sleeved D16Z6 block4, mated to a Bisimoto-spec/Portflow ported cylinder head5. The head will be graced with Supertech stainless steel intake and inconel exhaust valves, which are kept in place with Bisimoto Pro springs and titanium retainers6. Actuating the valves will be the very popular Bisimoto/Web Level 2.4 billet camshaft7. In order to properly degree in the cam, a Bisimoto Engineering cam gear8 is utilized. The slugs of choice will be Arias 9:1 forged pistons9 that have been treated with Bisimoto-inspired ceramic and moly coatings, Bisimoto steel rods and heavy duty wrist pins to handle the boost this build will see. The crankshaft is a factory Honda original and Torco assembly lube was used throughout the engine build. We are replacing the stock intake manifold with a Golden Eagle intake plenum, and air will be fed to the engine via a 68mm Skunk 2 throttle-body and a Bisimoto Engineering heat-shielding intake gasket. Evolution supplied an oil filter sandwich plate10 normally used to do LS/VTEC conversions, but instead we'll be using it as a turbo oil feed line. Since we do a lot of our own fabrication work, a Bisimoto Engineering turbo manifold will be constructed to take full advantage of the spent exhaust gases for efficient and maximum spooling of the turbocharger. AEM will also assist us with electronics, and we'll be using their EMS unit to control all of our engine parameters. Please stay tuned with this build as we'll be covering the turbo setup and electronics in our next installment for our quest to hit 700 whp!

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