Just a video of my new Dual Side Exits. Ive had my GST almost 8 years now and ive been wanting to do this for a while. I thought it up then put in on paper and measured it exactly how and what i wanted it to look like then a reputable shop 'DTM' brought my dream to reality. let me know what yall think.
COMPILATION CRASH & FAIL 2013 -- Course de Cote / Bergrennen / Hillclimb / Sprint
(Vidéo 100% Compilation: Best-of, Unfall, Drift, Amazing, Mistake, Limit,
Accident, Spins, Show...)
Races: (Belgium / Luxembourg / Germany / Swiss / France)
#Pilots in the Vidéo:
#1 DE CONINCK Jelle / Norma M20F
#3 HAUSER David / Dallara GP2
#23 MUHLBAUER Oskar / Lotus Elise
#26 THOMAS Serge / Norma M20
#34 FERRETTI Thierry / Merlin MP 2000
#43 DEBARRE Jérome / Dallara F302
#50 LANG Uwe / Osella PA20S
#51 VERMEILLE Xavier / Norma M20
#51 COLLARD Florian / Kart-Cross Peters
#63 HERBIET Damien / Kart-Cross Peters
#65 MALHERBE Pascal / Kart-Cross Peters
#73 VIGNAC Frédéric / Ctroen Saxo
#84 LANDSHEERE Kevin / Austin Mini
#91 SITTONI Frédéric / Renault Clio
#102 NASSIMBENI Fabio / Honda Integra
#106 THIRY Steve / VW Golf
#110 SIMONNET Rodolphe / Renault Alpine A110
#115 MOSER Stephan / Toyota Yaris
#141 SCAUFLAIRE Patrick / Opel Corsa
#145 MARECHAL Henri / Ford Escort Cosworth
#150 LAVILLE Julien / Citroen AX
#164 VANSAMILLIETTE Vincent / BMW 320
#170 DENIS Jonathan / Ford Escort
#186 BOEMER Didier / Citroen C2
#199 FINGER Marcel / BMW M3
#207 BILLIEUX Jean-Paul / Mazda 323 GT-R
#213 KUSTER Michael / Alfa Romeo Sprint
#218 TONON Benjamin / Peugeot 106
#221 DEGEE Jordan / Suzuki Swift
#245 ZWAHLEN Christoph / Opel Kadett C
#246 HERBAGE Antony / Opel Astra
#248 HENROTIN Jonathan / Honda Civic
#260 STOJKA Malory / Peugeot 106
#260 PAPE Manfred / VW Golf
#262 TRIEBSTEIN Christian / Alfa Romeo
#266 THEISSEN Romain / Porsche 997 GT3
#302 SCHLUP Daniel / Toyota Yaris
#304 ROTTENBERGER Dieter / BMW 318 STW
#310 GILBERT Rudy / Renault Clio
#331 STARK Guy / Honda Civic
#348 BoostELS Yanick / Honda Civic
#370 KULLING Andi / Peugeot 106
#398 DUJARDIN Manoel / Peugeot 205
#409 RUMPEL Rupert / Simca Rallye
#414 RATAZZI Arnaud / Renault Clio
#419 ALARI Thierry / Renault Clio
#420?? GATTI Dominique / Renault Clio
#421 PERIGNON Julien / Renault Clio
#422?? GIARIZZO David / Renault Clio
#436 GRAVY Denis / VW Cox
#441 STEGMANN Tobias / Audi 50
#454 MASLOWSKI Marek / Ford Escort MK2
#457 BOCQUET Damien / Subaru Impreza
#483 BRICOUT Christophe / Mitsubishi Lancer
#509 MEURER Karlheinz / NSU TT
#513 PETIT Jerome / Opel Corsa
#519 MATTHYS Yvan / Mini
#527 DEJEAN Nicolas / Citroen AX
#529 STEINWAND Manfred / NSU TT
#529 MUHLETHALER Alexandra / Mini Cooper
#531 DOZOT Etienne / Sunbeam Avenger
#535 BICCIATO Rudi / Mitsubishi Lancer EVO 6
#536 HERMANNS Mario / Peugeot 205
#537 THOLBECQ Laurent / Honda CRX
#540 RIED Matthias / Opel Manta
#563 DECOSTER Rony / BMW 318
#574 STACCHI Mattia / BMW
#585 LIBOIS Didier / Ford Escort
#595 BURLET Johan / VW Golf Kit-Car
#599 DEFER Jean-Louis / Renault Clio
#627 BOULANGER Thierry / BMW 325
#628 TISSIER Eddy / Ford Sierra
#650 DEWULF Philippe / Toyota Corolla WRC
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.
Why so SIRIUS? Kia 4g64?
This video assumes you're aware that various iterations of the 4g series
Mitsubishi engines are designated as Sirius I & II.
For detailed information about which engines qualify as which, visit:
There's also this at EvolutionM:
Good luck finding info about this using Hyundai and Kia in searches.
Wikipedia doesn't have any info about it grouped with the Sonatas either.
There is no question what this is, well illustrated in this video.
I apologize for the length of this video, but a lot of ground is covered in
a short time. Hopefully there's some information in here you may someday
use. I'm just trying to expose it because there doesn't seem to be any
real information floating around in the forums about this yet.
The car is a first-generation 1999-2005 Kia Optima sedan. It has the EVO
equivalent of a 4g64 2.4L. Before using any of these parts, do your
research, cross-reference your parts and know what you're getting into.
Using parts from this rotating assembly in a 2g Eclipse will require
aftermarket rods and/or custom pistons. This is information for those who
wish to frankenstein their builds, or save a buck... whichever.... either
one of those requires skill.
SUPRAS AND 1G DSM Chillin N Ridin Dirty
Me and my friends out on a sunday night...
1992 Eagle Talon Tsi AWD
Woyteks Red 5speed Precision T67 turbo
Al's Mean Green Twin turbo Supra
Chad's Red N/A Auto Supra
Nate dawg White Supra 2 DAMN FAST!
1G DSM COMPILATION
Since the channel passed 2 million video views, I decided to make a video
with some pictures of 2g's i had on my computer. After this i got some
request to make a 1g video and couple of you guys (subscribers) send me
your 1g dsm pictures, which i included here. Enjoy :)