Twin Engine Talon Dyno 500whp/500wtq
Twin 2.3L stroker engines each produce 320whp on E85 nowadays. This is just
a video of a quick tuning run while the car was owned by Rev Hard Inc of
Rock Island, IL
nastiest galant ever...UNTUNED first startup
2.4 fully built bottom end hyundai built dohc head jmf fab intake manifold
ebay headers lol precision 6262sp tial 44mm wastegate wiseco 8:8:1 pistons
eagle i beam rods acl race bearings all around
arp rod and head studs 90mm tb obx adj cam gears EVO 8 greddy kevlar timing
belt rfl bov knockoff custom 3 1/2 inch downpipe and screamer pipe heat
wrapped clutchmasters stage 4 clutch with fidanza 8lb flywheel ngk -7
sparkplugs all running on megasquirt ecu untuned
Ultimate Rhino's instructions
this video shows just how quick and easy it is to install the 'Original and
Only' Yamaha Rhino 660 Oil Filter relocation kit from ULTIMATE RHINO'S. For
more info on this video contact Joe at- email@example.com or call Joe @
MUST SEE!!! DG Motors EXCLUSIVE Evo X (10) 670whp Dynojet E85!!! SMOKING
Check us out at our website:
Or our facebook:
DG Motors is Located at 666c West Hoffman Ave. Lindenhurst NY 11757
Here is phase 1.5 of tuning our re-built Lancer Evolution X Gsr for the
late 2010 racing season. This build consisted of replacing our stock
appearing blouch dominator 2.0 turbo
(which ran a best pass of 11.4 @ 122mph) with an Extreme turbo Systems Billet T3 PT67-65 turbo Kit. We also removed the entire long block
out of the car to be custom built to our specs with a full Cosworth Bottom
End. We are now using Cosworth Pistons, Rods, Bearings, Rings, and Head
Gasket. Gino, from Evolution Racing Engines in Amityville, Ny performed a
complete Port and Polish along with an extreme valve job to match GSC's S2
274/274 Camshafts high duration and lift. Furthermore, an AMS 600HP Fuel
System was customized by us in utilizing Twin External/In-Line Bosch 044
Fuel Pumps feeding a -8 Feed and Return line to an AMS Fuel Pressure
Regulator Kit and AMS Fuel Rail feeding Fuel Injector Clinics 2150 c.c
Injectors. We also decided to purchase an Exedy Twin HD Re-Build kit to
freshen up our clutch which had numerous mid-11 second passes at
EnglishTown, Race Way Park.
Last but not least, The new Tial Q 50mm Blow Off Valve replaced the stock
metal valve which starts leaking at the 27psi marker. We have now
successfully maxed out the stock factory MAF Housing which registers 4.99
Volts from Peak Boos/Torque to our Red-Line of 10,000rpm. The stock factory
MAP Sensor also caps itself out at 33.4psi. We are upgrading to an Omni
4-Bar map sensor to run upwards of 50psi in hopes to max out our Precision
T3 Billet 67-65 turbo and achieve an
absolute minimum of 825whp. Our conclusion for the 2010 Racing Season
motivates us to become a few World Record Holders consisting of: The
World's Highest HP Evo X Gsr with the Stock ECU, Stock MAF, and E-85 Fuel.
Lastly, we are motivated to become The World's Fastest and Quickest Evo X
Gsr, period...Extreme thanks goes out to all our sponsors, clients,
friends, and fans who are making all of this possible, especially: Extreme
turbo Systems, Ams Performance,
Evolution Racing Engines, Cosworth, GSC, Precision turbo, Fuel Injector Clinic, Tial, Hallman,
Supertech, Exedy, Ecuflash/Evoscan (Tephra, Golden). Thank You.
1g FWD dsm HX40
made 459.7HP 378.4 tq, @ 25 psi Boost....
6 bolt w/ coated JE's and Eagle rods, ported head w/ Ferrea +1mm valves,
Kiggly springs and retainers, Kiggly HLA regulator, Fidanza cam gears,
Tial 38mm gate, Tial 50mm BOV, FIC Hi z 1680's, twin intank 255's, 3" turbo back Exhaust, ETS front mount, Jakcal SD, AEM 5 bar
Stock cams and intake manifold!!
Turbo Miata sights and sounds.
Here are some basic clips of my finished turbo Miata project. The car is running a Bell
Engineering(BEGi) S kit with a SR20DET T25 turbo I provided. I had an Exhaust fabricated locally at Ed Hanson's
Muffler Shop which consisted of 3" mandrel bent piping from the cat back
into a very large Dynomax muffler. I also
fabricated an Intercooler kit
with pipes and an Intercooler
from CXRacing on eBay. It is tuned on a MegaSquirt 2 as a full stand alone
and currently running at 7PSI.
AEM F/IC Running PIG RICH on a turbocharged 2000 Honda Civic EX
AEM F/IC model 30-1910 with AEM Peak and Hold Injector Driver model 30-2710
running RC Engineering 550cc Peak and Hold Injectors with 1.1 millisecond
latency. Also has Innovate Motorsports LC-1 installed with analog output 1
scaled to match gauge in F/IC software. Also logged live to laptop running
LogWorks 3. AFR is below threshold of LC-1 (below 7.35 AFR on gasoline -
Shell 93 East Coast Blend). No matter what we do, this thing runs pig
rich. Putting fuel all over the floor of my shop. I have been on the
phone with Henry from AEM regarding this car for weeks and still have no
solution. I am losing faith that this equipment from AEM passes the sniff
test. I have spent hours upon hours trying to debug this. Would anyone
like to offer any suggestions before I yank the AEM equipment off and go
with another fuel management solution?
UPDATE: The problem was in fact the AEM F/IC. It has since been removed
from the vehicle and replaced with an AEM 30-1050 EMS, tuned with Shell 93
only (no meth) on on 8psi spring pressure only and more than doubled the horsepower. New
video from the tuning session that the owner took will be uploaded, just
look for it.
Valve Cover Modification and Polishing
Crankcase ventilation in a nutshell:
High cylinder pressures are achieved both on the compression and combustion
strokes. As gasses are compressed and exploded, the rings do the best they
can with extremely close tolerances (and oil) to hold all that pressure
in... but some still makes it past the rings. That's called blow-by.
Blow-by is why all combustion engines are inefficient by design, and why
they have crankcase breather systems.
Blow-by contains air, water (humidity), fuel, carbon and nitrogen. You
don't really want all that stuff in your oil, as they all contribute to oil
viscosity breakdown. A breather system works to extract those gasses from
the crankcase so they don't condensate into the oil. It does this by
connecting the car's air intake system to the crankcase so that blow-by can
be re-burnt and transformed into oxides that the catalytic converter can
easily break down.
As an engine gets worn, the physical capability of the rings to hold that
pressure in is reduced. This results in more blow-by and higher crankcase
pressure. High crankcase pressure is bad because it prevents the rings
from sealing properly, and can also blow oil seals like valve cover
gaskets, front case and rear main seals, etc... as that air tries to
escape. This is a fire hazard. Oil burns and it's hard to put out. One
of the most common tell-tale signs of high crankcase pressure on a DSM is
having to zip-tie your dipstick down. If it's getting blown out, then
there's excess pressure pushing it out because it has nowhere to go. Also,
on an engine that's holding higher crankcase pressure, that pressure works
against your oil pressure, and reduces oil flow to all points in the oil
The factory DSM crankcase has 2 ventilation systems. Two. One is a PCV
system (Positive Crankcase Ventilation), and the other one is just a simple
breather. The PCV system is connected to the intake manifold, and the
breather is connected to the air intake in front of the turbo (or anywhere on the intake in front of the
throttle plate on non-turbo cars). The
PCV valve is designed to CLOSE OFF the port between the crankcase and the
intake manifold when the engine is under load (Boost). When higher pressure is in the intake
than the crankcase, a valve snaps shut preventing you from Boosting your crankcase. When you are at
idle/cruise (vacuum), it pops open letting those gasses get vacuumed out of
the crankcase. Vacuum.
The breather always vents back into the intake pre-turbo or pre-throttle plate. That airway is
always open. Neither port on either the PCV or the breather are bigger
than 1/4", so as much air as you can fit through a single 1/4" hole when
you're under Boost... that's all the
blow-by it can extract from the crankcase. That might be fine for an 11
PSI factory car, but when some tweaker wants to flow 30, 40, 50+ pounds of
Boost, this is a system which is
frequently overlooked and in desperate need of attention. You might as
well look at your Boost controller
as a blow-by increaser if that makes any sense.
You gotta get those gasses out of the crankcase. Crankcase pressure is
bad. I'm not going to cover vacuum pumps, venturis or other methods of
creating vacuum pressure in the crank case because these advanced
techniques are for racing applications with dry-sump oil systems which DSMs
do not have from the factory, and few people need.
Aside from the rings, only worn valve seals can contribute to high
crankcase pressure, and that usually causes increased oil consumption
that's visible (oil smoke) on cold starts and as the car rolls into high Boost after long periods of vacuum.
Some people have tools that can allow them to change the valve seals
without removing the cylinder head (if the rings are known to be good), but
that's far more time consuming and less complete of a fix than removing and
rebuilding the cylinder head. If the rings and cylinder bores are in bad
shape, then it's a waste of money. Someone who's performed compression and
leak-down tests has determined which parts are bad already.
As far as the rest goes, I bypassed my PCV system entirely. There is no
vacuum scavenging of gasses from the crankcase on my car. It eliminates
the chance of a PCV valve failing and Boosting my crankcase, and since I have a
catch can, excessive blow-by is still being captured through condensation.
I installed two 3/8" breather ports which flows more than 8 times the air
that the original ones could flow. That should prevent pressure from ever
building up. The -8AN fittings are compression fittings that don't require
gaskets and are extremely easy to work with. They create an airtight seal
to my Greddy catch can which I had modified to accept 2 extra fittings.
One is plugged. The other has a 5/8" line to the turbine intake to extract
gasses back to the engine like it was originally designed to do.
1990 Eclipse GS Turbo
This is my Eclipse.
I have had this car since February which when I got the car it was bone
stock. I have put a lot of hard work and money into this car. Its finally
running pretty good and getting it ready for DIPalooza 2011. Let me know
what you guys think of the car.
Big EVOIII 16G turbo
3' High Flow Cat
AEM A/F Ratio Gauge
Cheap Boost Gauge
Hallman Pro Boost Controller
2.5" piping FMIC
K&N Filter w/ Deleted MAF
2G Intake Pipe
PTE 680cc Injectors
EVO Fuel Pump
Brian Crower 280 280 Cams
Brian Crower Springs & Retainers
Car Tuned using Speed Density
Program : Jackal
Blue LED Floor lights
Complete Kicker Sound System
2 10" Kicker COMP Subs
760w Pioneer Amplifier
Kicker component speakers front and rear.
20% Tint all the way around
JDM Valve Cover
Drag Wheels w/ Yokohama Avid-4s tires.
Mellon Racing Matt's 700awhp 6262 e85 aem ems tuned by Mellon
we made a trip to St. Louis Missouri this past weekend to tune some EVO
including Matt's EVO 8 RS. There's much more left in this car but we
called it good at 700awhp per Matt's request. Check out
www.mellonracing.com if you need parts or a tune!