FS: HUGE PERFORMANCE PARTS 600WHP CAPABLE
01-06-2012, 06:29 AM
#13
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Vehicle: 1997 Tiburon
No IC piping. Unless you used my exact turbo manifold, turbo, and IC, it would never fit. It needs to be tailored towards your setup, design, and placement. Let me know if you want the BOV.
01-12-2012, 02:30 PM
#16
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Blast from the past, coming to you from Orange County CA.
I really, really hate that I sold my car before moving out here. There are parts in that motor that you will never be able to find again; it took me almost four months to source all the custom pieces for that thing. The pistons alone were 45 days of emails, faxes and phone conversations. Does it still have the highly sought-after five cent fix in the head where the cam angle sensor once lived?
If you want to see the entire block get assembled, here's my ancient page documenting it: http://www.hyundaiproject.com/projec...e_assembly.htm
The only reason that block wouldn't take 700HP is because of the head; you have to basically take a hole-saw to the exhaust ports to fix the abysmal L-bend between the exhaust seat and the port. Getting the head to flow enough to support that power destroys any street driving manners it might have, and requires welding shut the cooling veins that run alongside the exhaust ports.
When the motor is good and hot, the leakdown compression is actually damned-near stock due to the significantly reduced quench gap. We figured at full temperature there's about two to three thousandths of clearance between the piston edge (fully heated and expanded) slightly rocking at TDC and the quench areas on the head surface. The pistons were 9:1 assuming no head changes, but it's closer to 9.5:1 after that modification. Reduced quench clearance works like 'mechanical octane', in that the extreme velocity of gasses being evicted from where the piston edge nearly contacts the head results in massive intra-combustion chamber turbulence. The turbulence helps with fuel stratification and also helps center the 'blast' of combustion closer to the center of the piston, resulting in a more even burn (ie less ping) and more power directed into the center face of the piston instead of around the rings and along the cylinder wall.
All in all, it's a stout block that someone will be able to pummel relentlessly. I'm sorry to see it finding yet another home before fulfilling its destiny
Commiefornia has limited my car choices, but I'm currently driving a 2004 Mazdaspeed Miata MX-5; one of only ~5500 factory turbocharged Miatas ever made. Hiding things from the CARB nazis is a b*tch, but it's RWD and weighs 2500lbs. At one horsepower per 10 pounds of car, it's still quite a bit of fun to, pardon the pun, 'zoom' around in. I still miss my Tiburon though...
I really, really hate that I sold my car before moving out here. There are parts in that motor that you will never be able to find again; it took me almost four months to source all the custom pieces for that thing. The pistons alone were 45 days of emails, faxes and phone conversations. Does it still have the highly sought-after five cent fix in the head where the cam angle sensor once lived?
If you want to see the entire block get assembled, here's my ancient page documenting it: http://www.hyundaiproject.com/projec...e_assembly.htm
The only reason that block wouldn't take 700HP is because of the head; you have to basically take a hole-saw to the exhaust ports to fix the abysmal L-bend between the exhaust seat and the port. Getting the head to flow enough to support that power destroys any street driving manners it might have, and requires welding shut the cooling veins that run alongside the exhaust ports.
When the motor is good and hot, the leakdown compression is actually damned-near stock due to the significantly reduced quench gap. We figured at full temperature there's about two to three thousandths of clearance between the piston edge (fully heated and expanded) slightly rocking at TDC and the quench areas on the head surface. The pistons were 9:1 assuming no head changes, but it's closer to 9.5:1 after that modification. Reduced quench clearance works like 'mechanical octane', in that the extreme velocity of gasses being evicted from where the piston edge nearly contacts the head results in massive intra-combustion chamber turbulence. The turbulence helps with fuel stratification and also helps center the 'blast' of combustion closer to the center of the piston, resulting in a more even burn (ie less ping) and more power directed into the center face of the piston instead of around the rings and along the cylinder wall.
All in all, it's a stout block that someone will be able to pummel relentlessly. I'm sorry to see it finding yet another home before fulfilling its destiny
Commiefornia has limited my car choices, but I'm currently driving a 2004 Mazdaspeed Miata MX-5; one of only ~5500 factory turbocharged Miatas ever made. Hiding things from the CARB nazis is a b*tch, but it's RWD and weighs 2500lbs. At one horsepower per 10 pounds of car, it's still quite a bit of fun to, pardon the pun, 'zoom' around in. I still miss my Tiburon though...
