Building a 2000 HP 4G63
01-07-2011, 12:43 PM
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Building a 2000 HP 4G63
Saw this on farm of minds. Not finished yet...
http://forums.evolutionm.net/evo-dyn...ne-2007-a.html
So, getting 700whp/L from 2.0L @ 8500rpm is no small feat, but what do you need if you get bored and want to shoot for 2000 hp?
<br />
<br />
Cast Garrett compressor wheels (right) tend to come apart above 50 psi. CNC billet aluminum wheels (middle) are stronger, but why not be different and use your own CNC billet titanium (left) compressor?<br />
<img src="http://img43.imageshack.us/img43/4817/compwheels.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
You'll need a turbo big enough for the job, which in this case is a 108mm twinscroll T4 turbo, with custom quad ball bearing CHRA and 100psi capability.<br />
<img src="http://img97.imageshack.us/img97/5795/gt47killer.jpg" border="0" alt="" /><br />
<br />
<img src="http://img541.imageshack.us/img541/2928/turbo3.jpg" border="0" alt="" /><br />
<br />
<img src="http://img232.imageshack.us/img232/3429/2000hpturbo.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
To get enough airflow at 12,000rpm(!) to get the job done, you'll need a skillfully ported head, complete with titanium valves and copper-beryllium valve seats:<br />
<img src="http://img686.imageshack.us/img686/8733/cylinder5.jpg" border="0" alt="" /><br />
<br />
<img src="http://img5.imageshack.us/img5/3448/cylinder.jpg" border="0" alt="" /><br />
<br />
<img src="http://img94.imageshack.us/img94/4258/cylinder1.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
And you're going to need a set of camshafts to handle the rpm and withstand tremendous ramp pressures, so why not a set of hollow titanium billets with DLC at only 234 grams each?<br />
<br />
<img src="http://img820.imageshack.us/img820/1853/titaniumcams.jpg" border="0" alt="" /><br />
<br />
<img src="http://img13.imageshack.us/img13/1205/titaniumcams1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img156.imageshack.us/img156/3443/titaniumcams2.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
And since there is no aftermarket rod up to the task, just ask for a set of billet mmcs-titanium connecting rods at 286g each. Rod/Stroke ratio is 2.07:<br />
<br />
<img src="http://img651.imageshack.us/img651/1227/titanium1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img707.imageshack.us/img707/3097/titanium2.jpg" border="0" alt="" /><br />
<br />
<br />
For pistons, a set of custom beryllium pistons with DLC fits the bill, and since methanol is the fuel, 13:1 SCR is fine:<br />
<br />
<img src="http://img822.imageshack.us/img822/5373/pistonnew3.jpg" border="0" alt="" /><br />
<br />
<img src="http://img9.imageshack.us/img9/966/pistonnew2.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
A strong piston pin is needed as well:<br />
<br />
<img src="http://img517.imageshack.us/img517/7840/pincustom.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
<br />
Toss in a custom titanium billet crank:<br />
<br />
<img src="http://img686.imageshack.us/img686/1179/crankti.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
A set of 9000cc/min injectors:<br />
<br />
<img src="http://img43.imageshack.us/img43/3491/850lbsinj.jpg" border="0" alt="" /><br />
<br />
<br />
And since a factory 4G63 block probably wouldn't hold up, just CNC machine your own from billet aluminum:<br />
<br />
<img src="http://img171.imageshack.us/img171/1241/billet1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img15.imageshack.us/img15/2074/billet2.jpg" border="0" alt="" /><br />
<br />
<br />
No head gasket is used:<br />
<br />
<img src="http://img163.imageshack.us/img163/6619/2000hpengine2.jpg" border="0" alt="" /><br />
<br />
<br />
And to put all that power to the gearbox, one needs a suitable multiplate clutch:<br />
<br />
<img src="http://img63.imageshack.us/img63/3985/clutch1.jpg" border="0" alt="" /><br />
<br />
<br />
Yes, it is smaller than a cam gear:<br />
<br />
<img src="http://img156.imageshack.us/img156/8171/clutch3f.jpg" border="0" alt="" /><br />
<br />
<img src="http://img714.imageshack.us/img714/9788/clutch4s.jpg" border="0" alt="" /><br />
<br />
<br />
An example of very efficient turbo manifold design from one of their recent projects:<br />
<br />
<img src="http://img824.imageshack.us/img824/7996/project2.jpg" border="0" alt="" /><br />
<br />
<img src="http://img820.imageshack.us/img820/8940/project1.jpg" border="0" alt="" /><br />
<br />
<br />
And last but not least, a dynosheet from this car, running 'only' 48psi and hydraulic cams:<br />
<br />
<img src="http://img156.imageshack.us/img156/2001/evo81523hp.jpg" border="0" alt="" /></div>
<br />
<br />
Cast Garrett compressor wheels (right) tend to come apart above 50 psi. CNC billet aluminum wheels (middle) are stronger, but why not be different and use your own CNC billet titanium (left) compressor?<br />
<img src="http://img43.imageshack.us/img43/4817/compwheels.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
You'll need a turbo big enough for the job, which in this case is a 108mm twinscroll T4 turbo, with custom quad ball bearing CHRA and 100psi capability.<br />
<img src="http://img97.imageshack.us/img97/5795/gt47killer.jpg" border="0" alt="" /><br />
<br />
<img src="http://img541.imageshack.us/img541/2928/turbo3.jpg" border="0" alt="" /><br />
<br />
<img src="http://img232.imageshack.us/img232/3429/2000hpturbo.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
To get enough airflow at 12,000rpm(!) to get the job done, you'll need a skillfully ported head, complete with titanium valves and copper-beryllium valve seats:<br />
<img src="http://img686.imageshack.us/img686/8733/cylinder5.jpg" border="0" alt="" /><br />
<br />
<img src="http://img5.imageshack.us/img5/3448/cylinder.jpg" border="0" alt="" /><br />
<br />
<img src="http://img94.imageshack.us/img94/4258/cylinder1.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
And you're going to need a set of camshafts to handle the rpm and withstand tremendous ramp pressures, so why not a set of hollow titanium billets with DLC at only 234 grams each?<br />
<br />
<img src="http://img820.imageshack.us/img820/1853/titaniumcams.jpg" border="0" alt="" /><br />
<br />
<img src="http://img13.imageshack.us/img13/1205/titaniumcams1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img156.imageshack.us/img156/3443/titaniumcams2.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
And since there is no aftermarket rod up to the task, just ask for a set of billet mmcs-titanium connecting rods at 286g each. Rod/Stroke ratio is 2.07:<br />
<br />
<img src="http://img651.imageshack.us/img651/1227/titanium1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img707.imageshack.us/img707/3097/titanium2.jpg" border="0" alt="" /><br />
<br />
<br />
For pistons, a set of custom beryllium pistons with DLC fits the bill, and since methanol is the fuel, 13:1 SCR is fine:<br />
<br />
<img src="http://img822.imageshack.us/img822/5373/pistonnew3.jpg" border="0" alt="" /><br />
<br />
<img src="http://img9.imageshack.us/img9/966/pistonnew2.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
A strong piston pin is needed as well:<br />
<br />
<img src="http://img517.imageshack.us/img517/7840/pincustom.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
<br />
Toss in a custom titanium billet crank:<br />
<br />
<img src="http://img686.imageshack.us/img686/1179/crankti.jpg" border="0" alt="" /><br />
<br />
<br />
<br />
A set of 9000cc/min injectors:<br />
<br />
<img src="http://img43.imageshack.us/img43/3491/850lbsinj.jpg" border="0" alt="" /><br />
<br />
<br />
And since a factory 4G63 block probably wouldn't hold up, just CNC machine your own from billet aluminum:<br />
<br />
<img src="http://img171.imageshack.us/img171/1241/billet1.jpg" border="0" alt="" /><br />
<br />
<img src="http://img15.imageshack.us/img15/2074/billet2.jpg" border="0" alt="" /><br />
<br />
<br />
No head gasket is used:<br />
<br />
<img src="http://img163.imageshack.us/img163/6619/2000hpengine2.jpg" border="0" alt="" /><br />
<br />
<br />
And to put all that power to the gearbox, one needs a suitable multiplate clutch:<br />
<br />
<img src="http://img63.imageshack.us/img63/3985/clutch1.jpg" border="0" alt="" /><br />
<br />
<br />
Yes, it is smaller than a cam gear:<br />
<br />
<img src="http://img156.imageshack.us/img156/8171/clutch3f.jpg" border="0" alt="" /><br />
<br />
<img src="http://img714.imageshack.us/img714/9788/clutch4s.jpg" border="0" alt="" /><br />
<br />
<br />
An example of very efficient turbo manifold design from one of their recent projects:<br />
<br />
<img src="http://img824.imageshack.us/img824/7996/project2.jpg" border="0" alt="" /><br />
<br />
<img src="http://img820.imageshack.us/img820/8940/project1.jpg" border="0" alt="" /><br />
<br />
<br />
And last but not least, a dynosheet from this car, running 'only' 48psi and hydraulic cams:<br />
<br />
<img src="http://img156.imageshack.us/img156/2001/evo81523hp.jpg" border="0" alt="" /></div>
Trending Topics
01-07-2011, 05:14 PM
#12
Your Friendly Canadian
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Holy shitake mushrooms 
EDIT: Check out that dynograph? Turbo lag much? Some cars here probably have more low-end grunt than this bad boy.
EDIT: Check out that dynograph? Turbo lag much? Some cars here probably have more low-end grunt than this bad boy.
Last edited by Aman; 01-07-2011 at 05:17 PM.
01-07-2011, 07:54 PM
#13
Senior Moderator
That is impressive, but useless.
Though Ive seen similar builds from a duramax (stock block though) running just shy of 100psi. Hp is similar to that and tq is double the hp shown.
Though Ive seen similar builds from a duramax (stock block though) running just shy of 100psi. Hp is similar to that and tq is double the hp shown.
01-07-2011, 09:56 PM
#17
Your Friendly Canadian
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^ That can't be too far off what you're making now though, can it? 
01-07-2011, 10:31 PM
#19
Three Wheelin'
This is amazing. My buddy has an 08 350z with 723 rwhp and I have seen what he has gone through to make that somewhat reliable. ($$$$). This is a whole different level.
01-07-2011, 11:26 PM
#21
Moderator
iTrader: (3)
01-08-2011, 12:23 AM
#22
Your Friendly Canadian
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Really? 2005 Accord V6s are rated at 240 hp at something like 6k rpm, right?At 3750, this car is making only 100 horsepower. Is an Accord making less than that at that rpm?
Either way, the feeling of hitting boost in this thing must be biblical.
01-08-2011, 12:34 AM
#23
240bhp... Driveterrain losses and such would probably rob me that measly 40. This race Evo is probably a whole ton lighter and the dynapack measures hp at the hub. Not to mention all the light materials probably mean this thing revs oh so freely.
01-08-2011, 12:36 AM
#24
Your Friendly Canadian
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Forgot about the bhp vs. whp thing. Or hhp...
turbo lag
01-08-2011, 02:13 PM
#28
Jesus, I've never even heard of copper-beryllium seats 
Everything looks like freaking overkill for a gas-powered automobile engine. The rods look insane, machining a block from a block of billet aluminum
I've seen big turbos before, but his hand in the pictures with the housing and the compressor wheel...... holy crap.
Streetability and low end power don't really mean crap, since there's probably a 0.00% chance, give or take that this car will see the street.
Everything looks like freaking overkill for a gas-powered automobile engine. The rods look insane, machining a block from a block of billet aluminum
I've seen big turbos before, but his hand in the pictures with the housing and the compressor wheel...... holy crap.
Streetability and low end power don't really mean crap, since there's probably a 0.00% chance, give or take that this car will see the street.
01-08-2011, 03:47 PM
#30
01-08-2011, 06:54 PM
#32
Your Friendly Canadian
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Or maybe they're just cool like that
Why no head gasket?
Why no head gasket?
01-08-2011, 09:15 PM
#33
first i see no coolant jackets in the new block, probably because they would compromise the strength of the block too much (and even then it hardly runs more then ten seconds at a time probably); so no need to keep water contained
second, you probably cannot find one strong enough to withstand the forces inside the cylinders; so to get the best seal, you just get two perfectly flat surfaces (even then i think with the cylinder cast iron sleeves, it will create a higher point, and compress the aluminum in the head some, thous creating a "seal", which is good enough for the time needed (and to compensate for any "leakage", they just bump up the boost some)
second, you probably cannot find one strong enough to withstand the forces inside the cylinders; so to get the best seal, you just get two perfectly flat surfaces (even then i think with the cylinder cast iron sleeves, it will create a higher point, and compress the aluminum in the head some, thous creating a "seal", which is good enough for the time needed (and to compensate for any "leakage", they just bump up the boost some)
01-09-2011, 12:19 AM
#35
Drifting
And impossible to control. I've never seen a hp curve quite like this on a gasoline engine intended for automobile usage. It has a 300% increase in hp from 5500-6500 rpm. Absolute absurdity.
01-09-2011, 05:25 AM
#36
Suzuka Master
God damn, just looking at that dino is intense. First off, there is an immense amount of turbo lag, but then again he has freaking huge ass turbos. I bet this spins all the way through 4th. Driving that think must have been scary on the dyno once the turbos kicked in, even though you know you are strapped in.
01-09-2011, 06:26 PM
#37
01-09-2011, 06:44 PM
#39
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first i see no coolant jackets in the new block, probably because they would compromise the strength of the block too much (and even then it hardly runs more then ten seconds at a time probably); so no need to keep water contained
second, you probably cannot find one strong enough to withstand the forces inside the cylinders; so to get the best seal, you just get two perfectly flat surfaces (even then i think with the cylinder cast iron sleeves, it will create a higher point, and compress the aluminum in the head some, thous creating a "seal", which is good enough for the time needed (and to compensate for any "leakage", they just bump up the boost some)
second, you probably cannot find one strong enough to withstand the forces inside the cylinders; so to get the best seal, you just get two perfectly flat surfaces (even then i think with the cylinder cast iron sleeves, it will create a higher point, and compress the aluminum in the head some, thous creating a "seal", which is good enough for the time needed (and to compensate for any "leakage", they just bump up the boost some)
But the builder makes it clear that this motor is just here to make lots and lots of power, nothing else.
