It seems I have a friend in Australia who was able to find the specs for me, since it is wholly unlisted in any of the North American sites that I can access.

Check it out, Information posted by Mokurai: http://www.hyundaiperformance.com/forums/snitz/topic.asp?TOPIC_ID=3762&FORUM_ID=10&CAT_ID=4&Topic _Title=So+you+wanna+run+crazy+boost+on+your+2%2E0L +motor%3F&Forum_Title=Force d +Induction%2FNitrous+Tuning://http://www.hyundaiperformance.com/f...FNitrous+Tuning://http://www.hyundaiperformance.com/f...FNitrous+TuningClick here</a>

It looks like the 1.6L uses the 1.8L crank but with a smaller bore, which makes sense. Common parts means less manufacturing cost. The smaller bore also suggests a different combustion chamber shape, although along with compatible cams, that may not be the case either.

But no matter what, here's the kicker... Look what he posted, both of these are the BETA motors, and although he didn't know the specific power output of the 1.6L, he did know the cams specs:

1600 16V:
3.047 x 3.346
9.85:1
6-46/50-10
1.339/1.201

1800 16V:
3.228 x 3.346
10.0:1
6-46/50-10
1.339/1.201
94kW @ 6100; 161Nm @ 5000.

Look at that, same exact cams as the 1.8L motor. Guess what? The 232 intake and 240 exhaust is NOT going to make power to 9000 RPM's, and is certainly not enough to make 190 WHEEL horsepower.

But hey, if you forgot to mention that your mechanic made regrinds out of the stock cams, then maybe that would explain it?

Let us know,
-Red-

[ November 26, 2001: Message edited by: Red ]

 

RED: I have said it before and I will say it again. I said my final goal to my project is to make my motor spin up to 9000rpms. It hasn't spinned yet that high. I have seen it spin at 8000 rpms however. The crank, rods (we call them a different name and had to find the correct-I hope-word for them), and the flywhell have been machined. My stock pistons, and cylinder-head has been machined as well. Up to now I know that the crank, and flywheel were lightned and balanced alot! Thats what they told me and thats what I tell you. Especially the flywheel was lightened very much. I held the 2L flywheel and it was many times heavier than the 1.6L machined flywheel which was very-very light. The crank has gone under severe lightening as well. I don't now how they do it, or what they cut out and what they leave...

I know much work was done to my cylinder-head as well...I still don't know if we shall use quad-throttle bodies in the future. But I know that all the work that could be done to the cylinder head was done and there is nothing else left to do...I also know that the compression is above 11.

Your statement that maybe my mechanic machined the 1.6L cams, has to be examined. I have never thought of something like that. I have to find out and then do another posting with more details about them..

The fact is that I paid much money for the machining of my sock parts. The guys who do the whole project are preparing racing cars in Greece for Rally Acropolis. Do you rememmber the Accent that Vomvylas-Mouzas drove? It was fist in its rank. The whole job was done by them.

Here in my country people respect the Hyundai Coupe as one of the top cars around our streets. So many of the tunning shops try to tune them more and more. Isn't it reasonable that they keep some info for them? I will ask Turboman which is a close friend to my mechanic to see what he will find out and then we shall do a posting with more details about it.

Up to now I have beaten many cars (turbo and N/A) around and me and our club are begging to become famous around and I like that.

Guys I promise that I will keep you informed about every single detail that comes to my hand. Until then please no flaming and be patient.

 

I'm going to post the same thing that I posted in FXTreme:

<div class='quotetop'>QUOTE </div><div class='quotemain'>I said that my rev-limiter right now is at 6500rms due to problems with pinging and the fuel managment.</div>No, you didn't say that. You said the pinging was due to high compression issues and/or fuel delivery. In fact, look at what you ORIGINALLY SAID in this thread:

<div class='quotetop'>QUOTE </div><div class='quotemain'>The wheel horse power was dynometed with a portable PC for the management and the rev-limiter at 9000rpms which is my final goal.</div>
Hey, it seems like (to me) you're saying the car made 190HP with the revlimiter at 9000 RPM's which is in-line with your final goal -- while also still tuning the ECU.

This doesn't say to me "Well my revlimiter was at 7000 but I'm sure at 9000 it COULD make 190HP at the tires". Please tell me what you actually meant by that statement, because it seems obvious to me, but perhaps I'm missing something.


<div class='quotetop'>QUOTE </div><div class='quotemain'>I also said that my final goal is to rev my motor up to 9000rpms. I never said that I will remain stock to do so. Thats not my decision to make. All I do is paying the money. With the job I have done until now My motor revs nicely and with ease up to 8000rpms. I have seen it, I have heard it, it can do it. Nothing exploded....</div>Uh huh, with ease you say? So you have a cool little gadget that actively measures rod stretch? Cylinder sleeve deformation? You have another cool gismo that tells you the stock valve springs are cool with this?

See, the problem is now 4x more complex than you initially made it. So you're NOW telling us that 190BHP is happening at a 7K redline? I was already pretty sure it wasn't happening at 9K RPM's, but now I'm totally convinced it isn't happening at only 7K RPM's.

<div class='quotetop'>QUOTE </div><div class='quotemain'>All of you forget that my crank, was lightened and balanced. So did the rods, and the flywheel, where we used the 1.6L flywheel wich was very-very lightened. My pistons were machined as well, so that the valves won't hit them. The compression ratio was increased above 11.</div>

Ugh, ok now the story just keeps becoming more and more different. First it was JUST the crank and flywheel, now it's also the rods?? Sure, you can lighten the stock rods but they only get weaker.

And again, machining the stock pistons REDUCES static compression. Sure, the compression may be raised by shaving the head to pieces, but machining the valve reliefs LOWERS it again. You keep telling me it's raised, and that it's raised to 11, and now that it's raised to "above 11". What's the real deal? Can you actually GIVE us a number?

<div class='quotetop'>QUOTE </div><div class='quotemain'>As for the fact that I don't know completely about the job that was done and the details that have to be done, is that the project is still under development and the mechanic doesn't want details to leak. He has been preparing GROUP-N racing cars for 30 years and he is an expert to his job. I completely trust him and his work and YES I pay whatever he tells me to.</div>See, this is the problem with that attitude: at some point you have to know what is going on. Let's take Larry from Endyn -- he's been in the business for many years, making parts for MANY full-race teams. This guy has more spare money than I have spare dust in my house, but let's take it down a notch... He's surely a brilliant mechanic, but sometimes his work just doesn't pan out.

One very famous case: He built a 1.8L motor that was supercharged, cammed, and just completely and fully built. He claimed multiple dyno runs in excess of 340 crank horsepower, it idled fine, didn't suck gas, didn't ping, etc. WHen he actually DEVLIERED the engine, it made 170WHP, pinged like crazy, didn't idle, didn't even RUN RIGHT unless it was floored.

Brilliant mechanic, but it was a project that never worked. If you don't really know what's going on, then you better be prepared to become a victim.

<div class='quotetop'>QUOTE </div><div class='quotemain'>I am just telling you the things I used in my setup and the results I have. When the tuning is done, my car wil be on a tuning magazine in Greece... You shouldn't be hostile with my efforts to keep you informed about something I am doing with my car.</div>

Here's the deal. I'm not "hostile" to the fact that there COULD be an N/A car making great horsepower, nor am I "hostile" to the fact that you could do it with less money than is currently being spent.

I AM hostile to the fact that you're spreading rumors about this wonderfully powerful motor, to which you have NO credible backing, to which is "surrounded by secrets which may never be released" and you expect us to buy it.

I don't buy it.

I don't think less of YOU for it, but I strongly suggest you go BACK to your machinist buddy and start asking some hard questions. You have to understand something: 190WHP, while certainly doable on a 2.0L motor, isn't an easy task. It isn't something you can just slap in a bunch of stock parts and be finished. It requires a LOT of planning, a LOT of custom components and, as such, a LOT of money for all those parts.

I have no question that these motors can make high horsepower, I DO have question that your motor is accomplishing it.

You might want to get some answers, for your own good.

-Red-

 

OK,

Now I'm really confused. Tasos is your car putting out 190 WHEEL hp or 190 FLYWHEEL hp? Because in your sig it says... 190bhp... b for brake... which is power measured on an ENGINE dyno.. FLYWHEEL hp.

What dyno are you guys using? My guess is a version of a Bosch chassis dyno. Can give numbers and graphs in both bhp and wheel hp.

Are the graphs we are seeing from Greece all bhp graphs? If so deduct 15% for DYNOJET equivalents... The US standard.

[ November 26, 2001: Message edited by: Cheuk in Seoul ]