iamwewe wrote:yak, stnk akhirnya turun juga, tepat 1 bulan dari SPK. luar biasa cpt utk sebuah unit CBU. salut dan terima kasih utk team dealer. Kemarin bawa remap langsung ke autocartrix. kalo gk salah inget kmrn remap di km 400an.
kalo gk salah inget kmarin ngobrol, setting hp max di FE ini bisa 230ps. lupa deh. torque max di 300nm.
request saya:
1. cukup 210ps aja, torque juga 270nm aja. (asumsi turunin 10% dari maksimal yg tuner tawarkan untuk menjaga pemakaian mobil long term)
2. lari 0-100, 40-80, 60-100, 80-120 enak
apa yang terjadi?
ok, abis remap dari serpong, saya balik ke PIK. ngejajal di tol karang tengah dan tol JORR. drive mode normal. ini sempet komplen, 0-40 agak kosong, tapi emang 40 keatas sih tenaga lumayan ngisi. kerasa bedanya before after remap. beda jauh sama venturer dan pajero setelah remap di doi, lari dari 0 ke 100 aja udh kerasa beda banget. curhat ke tuner, doi bilang kasih waktu utk ecu nya adapt dulu. apa ya bahasanya. kaya belajar ulang gitu kali ya. trus udh gitu, tuner bilang emang gak bisa samain hentakan tarikan awal cvt vs geared AT. kalo cvt tarikan awal dibikin ganas, nanti jebol cvtnya. tunggu udh ngelock dulu torque converternya, baru nanti lari nya nampol. okelah, di tes juga rasanya emang gitu juga kok.
hari ini jajal lagi ke rute tol pik - karang tengah. wah hari ini bnr2 kerasa beda banget. dari awal di dalem pik nya aja, nyetir posisi eco mode udh kerasa ngisi tenaga nya. bnr2 jauh beda dari eco sebelum di remap. rasanya pas banget gitu utk nyetir macet2an dgn eco, tanpa takut kesalip gara2 gas nya belet. dengan semangat, jajal skrg di tol drive mode normal. nah ini nih. kerasa pas banget skrg. lari nya ngisi banget. asal berani nginjek gasnya, rpm naek ala2, lsg dah joss..
pembuktian hasil remap pas mau balik dari alsut ke pik lagi. kali ini masuk ke drive mode sport. bnr2 ngejambak banget ini lari nya. utk 0 ke 170kph bnr2 cepettt banget. bahkan lari dari 80 ke 170kph tadi, ngejambak banget dan tenaga ngisi terus. yg paling kerasa, setirnya bener2 harus dipegang erat banget. ngga bisa dipegang nyantai setirnya, takut nanti setirnya ngebanting ato gimana. bahkan sy sndiri ngerasanya kaya takut steering rack nya copot. lebay ya? emang lebay, tapi emang rasanya ini mobil naik speednya nggak linear. meledak2.
sebagai perbandingan, kisaran bulan lalu juga saya bawa mobil civic fc teman saya utk remap juga di autocartrix. emang kenceng banget naiknya juga, naik ke 170 juga kenceng. tapi rasanya kaya kita berasa banget masih tahap kita yakin pegang stir nya. kontrolnya enak naiknya nggak sampe liar gini. naek speednya rasanya kaya kita bisa predict.. dari 140 ke 170 nya.
lari 170 juga di venturer ato pajero juga nggak se liar ini. setir nya anteng banget. bahkan masih berani cruising di 170 di venturer pajero ato civic FC. di FE ini beda. bener2 beda, liar banget rasanya.
tanya dong sama tunernya
1. knp ini kok beda 1 hari aja mobilnya kerasa beda banget. ternyata dijawab, emang ecu itu butuh waktu utk learning ulang smua karena emang waktu di remap smua di reset.
2. trus, knp kok rasanya beda banget dibawa ngebut sama FC? padahal mesin dan transmisinya sama. nah ini juga kata doi, di FE turbo nya udh beda dari di FC. skrg jadi sama kaya turbo accord.
3. sharing juga ke tuner tentang ini kenapa liar banget rasanya jadi pegang setirnya. dijawabnya ya ini karena efek design bilah turbo nya emang udh beda dibanding FC, ditambah tenaga lsg ke ban depan fwd. ya emang gak bisa disamain dgn feel lari 170 di venturer pajero.
sekarang yg ditunggu, pembuktian fuel cons nya aja paling. jadi seberapa boros sih ini before after remap. before remap, dipake istri anter jemput anak skolah, tembus 1:7.5km nitro+ wkwkkwkwkw. gembel. padahal hrv 1.5 kemarin bisa 1:10km dgn pertalit
menarik untuk tunggu minggu depan dipake bini lagi, kira2 dapet brp fuel cons nya stelah remap.
dan utk autocartrix, as usual lah. nggak mengecewakan hasil racikannya.
Soal perbedaan engine civic FC dan FE bisa dibaca berikut maaf english:
10th-Generation Civic (2016-2021)
For the U.S. market, the 1.5-liter Turbo (L15B7) was first introduced on the 10th-generation Civic Sedan and Coupe in EX-T, EX-L and Touring grades. Running 16.5 psi of peak boost, the engine produces 174 horsepower (SAE net @ 6,000 rpm) and 162 lb.-ft. (SAE net @ 1,700-5,500 rpm) — a significant upgrade of 16 horsepower and 24 lb.-ft. of torque over Civic’s standard naturally aspirated 2.0-liter engine.
All grades of the 10th-generation Civic Hatchback were also powered by the new turbocharged engine. However, the Sport and Sport Touring models were equipped with a variation of the engine (L15BA) that produces 180 horsepower (SAE net @ 6,000 rpm) running at the same boost levels. This is due to a freer-flowing center-exit exhaust system and upgrades that benefit from higher octane premium fuel. When equipped with a manual transmission and running on premium fuel, the engine also received a bump in peak torque to 177 lb.-ft. (SAE net @ 1,900-5,000 rpm).
Introduced for the 2017 model year, the Civic Si Sedan and Coupe were powered by a 205-horsepower version of the 1.5-liter Turbo (L15B7 High Output) paired exclusively with a manual transmission. The horsepower improvement was due largely to an increase in boost to 20.3 psi which also required premium fuel.
11th-Generation Civic (2022-present)
Powering the new 11th generation Civic Sedan EX and Touring grades, as well as the Civic Hatchback EX-L and Sport Touring is the latest of the 1.5-liter Turbo (L15B7 with VTEC[emoji2400]). Compared to the versions of the engine used in the 10th generation Civic, multiple updates have been made to improve output, fuel efficiency and emissions.
The most significant was the addition of VTEC[emoji2400] to the exhaust cam, improving exhaust efficiency and optimizing valve overlap. The new Civic engine also uses a “4 into 2” exhaust manifold design, similar to the one used on Accord, and a 10.3:1 compression ratio.
In the latest Civic the engine also uses a reshaped 11-blade turbine impeller design in the turbocharger, and it combines with a new flow path to enable the turbocharger to generate pressure in a wider range and more efficiently. Exhaust channeled to the turbo now enters the turbine wheel diagonally, rather than from the side as before.
Moreover, by reducing the curvature of the intake air entry to the compressor housing and the high-pressure side pipe, which leads to charged intake air discharge, the pressure drop is reduced. This increases efficiency by approximately 5% in all areas, resulting in high responsiveness and high output. With these changes the engine’s peak output of 180 hp (SAE net @ 6,000 rpm) and 177 lb.-ft. of torque (SAE net @ 1,700-4,500 rpm) are possible at 16.5 psi of boost on regular unleaded fuel, instead of premium in the 10th-generation Hatchback.
https://hondanews.com/en-US/honda-autom ... rbo-engine