INSANE 4G63's with 700lb-ft of torque and 43PSI at 4,000RPM [TECH TALK]

[@martinhulse7402]

This is so old school , they used to furnace braze a cast iron plate on the top then sleeve through it or braze in large sleeves ( not much turboing going on then used to increase engine capacity) ,and the same on a 1600 ford crossflow to turn it into a chanberd head - maybe showing my age. As always Andre a excellent job in the interview

[@md-run]

Martin Hulse least on a cosworth yb you can long stud it

[@GoodWillRacing]

I need to see what this steel plate and liners looks like in the 4g63

[@luisgarcia288]

i wanna to but theres a reason they arent showing it im surprised he even talking about it!

[@wrighty338]

@@luisgarcia288 Yeah if he has developed a solution and sells it, perfectly fine for him to keep it to himself so to speak. Sounds like he has spent a lot of time on R&D with this - time is money after all

[@luisgarcia288]

wrighty338 yeah we’re lucky he’s giving out that good info

[@HHCHunterYTC]

Platinum just uploaded a split block vid.

[@shaneshannon6874]

@8:24 he gives info on how to contact him and his company

[@Jafromobile]

If it's 43 PSI and 700 lb-ft at 4,000 RPMs, I want to know what 75-80 PSI feels like? 4:53

[@tpsretard]

Like heaven and hell collided.

[@amirunner]

75-80 foot pounds of torque actually. He was talking about the test he made on 2:55

[@jamesd7700]

@@amirunner Lol that is not even close to what he said! He was saying that they were able to strengthen the deck face by adding a steel plate (with steel sleeves and oil control rings) on the billet aluminum block. When they torqued the head bolts down it wouldn't distort until they reached 75-80 pounds of boost (5.17-5.51 Bar). 75-80 pounds of torque is like....barely more than a 4-wheeler

[@amirunner]

@@jamesd7700 lol to you. Listen carefully what he said. 4:48 "we did the same test with the oil control rings on top of the bore (block deck)" (With the 12mil plate, starts to distort on 75-80 head bolt torque) vs (without steel plate, starts to distort on 15lbft head bolt torque, 20 thou distortion on 35-40 head bolt torque 2:55) The oil control ring wasn't used in the plate+liner setup. It's just used as a fulcrum to distort the block during the test

[@zaksuzuki]

Fantastic insight thanks

[@zatiticherry3421]

This was Dope! I laughed a bit when he mentioned the restrictor plate being a hindrance; simply because it was part of the equation from the jump. The primary objective was to get this engine to safely hold boost and not come apart. I get where he was going though. You guys make amazing videos, Thanks! 👊

[@tomgt007sugden]

Another brilliant interview thank you ..

[@hpa101]

Cheers Tom, glad you enjoyed it and cheers for the comment - Taz.

[@shaunpc2512]

Hi Andre, thanks for an absolutely incredible interview with one of my own personal heroes as far as automotive engineering goes. Julian has so much knowledge with regards to turbocharged engines and I’ve taken quite a large amount of his insights into this technology for one of my personal projects. Once I’m ready I’ll send you the details as I’m sure it’ll be an eye opener for a lot of the UK Ford scene.

[@hpa101]

He's a legend for sure! Glad we got the chance to chat to him - Andre

[@jamessilby1814]

Awesome input into the 4g63.... I own a vr4 galant Evo o an would love to rebuild an bring it up too scratch 400kw with big torque lol.... Good work HP keep it up brothers

[@jasongaunt]

E38A / E39A? Nice!

[@ep82chris]

Such a knowledgeable guy 👍🏻

[@gordowg1wg145]

I was a bit confused by the concept at first - I take it the plate acted as a very stiff intermediate between the block and head surfaces, both of which could normally flex and distort when stressed. If so, the plate would effectively halve the potential flexing between the two components? It does raise a bit of a question, though - before the billet blocks were available, were any of the high end guys machining off the top deck surfaces and welding on thicker, high tensile aluminium plates - maybe profile machined on the underside for thicker material around the threaded bosses? Nice to see the rod angle being mentioned - may be worth a follow up video (don't recall seeing one) on the affect the rod/stroke ratio has on the bore side loading* and piston peak accelerations? *remember viewers, simple cylinder pressures apply equal force to the liners - the shift, or walk, is due to the side loading of the pistons on them.

[@s0meguy809]

From what I gathered, they stuck the steel piece on there and installed taller liners. Then they ran a longer rod to maintain 2.0 liters.

[@gordowg1wg145]

@@s0meguy809 Uh, yes, that was quite clear. What I was wondering out was HOW it worked. My assumption is that as the 'crowning' affect, the flexing, of the block AND head is normally applied across one gasket, compromising the areas between the fasteners, using a steel plate isolates each part and the gasket just has to deal with that part. Their other option, while staying within the engine size limit, would be to use the additional bore length to stroke it and reduce the bore diameter. It would allow thicker liners but probably compromise breathing, depending on the chamber shape. They're smart cookies, so they will have done their sums ;-)

[@yushanchen4193]

Is there a video about your background, Andre? I would love to know how you came along on your career. Thanks!

[@hpa101]

Actually there isn't. Maybe we need to work on that - Andre

[@soraaoixxthebluesky]

I’m struggle with his accent. (Edit) So he’s talking about cylinder head braces?

[@hpa101]

Turn on those captions Azrul :)

[@soraaoixxthebluesky]

High Performance Academy Orite 👌🏻

[@roskataqv]

What is the difference between the brace on top of the block and on the bottom?

[@leenux1707]

I love those video full of good info ! great work !

[@hpa101]

Cheers Lee, really enjoyed this one too =) - Taz.

[@-MacCat-]

HPA - bringing consistently high quality engineering porn to the masses! 👍

[@joe5boost]

great vid thanks for sharing , keep up the good work

[@EliteHydronics.]

Deck girdle 😁

[@bigbothoee8617]

How does the plate work ? Is it literally a plate between block and head or is it a plate then a sleeve threw the plate and block ?

[@hpa101]

It's a plate with a steel sleeve pressed through and into the block.

[@bigbothoee8617]

@@hpa101 that makes sense how does that improve the cylinder deformation or isit because you have shifted the cylinder higher that it doesn't become an issue anymore as the threads are still in same place Interesting process never heard of this before I'm amazed what people do to sort these problems out

[@euanbegbie]

Legend!

[@MPRPETE]

Sickass video

[@-MacCat-]

Alfa made an integral block and head design a long time ago as did an Australian Top Fuel drag racing team, who's name escapes me ..... McGee? Sainty? Anyone out there know?, but the obvious difficulty in working on the valve seats and who knows what other complications an integrals assembly geometry posed must have put the kibosh to the idea. Nonetheless, no head gasket (parting line between block and head) = one less pressure leak area to address.

[@hpa101]

Yup, it was done back in the F1 turbo era by the likes of Brian Hart, as well as Indycar too. A lot of compromise in that particular design though.

[@skippysvr4586]

With billet blocks available, wouldn't that be an easier route? I've run 39 psi with arp studs copper o rings and a cosmetic gasket for over 100 passes and 10,000 miles of street driving. Super reliable combo.

[@hpa101]

Some classes of racing don't allow billet blocks, nor is the block itself always the main limiting factor. From there even if you wanted a billet block, you also have to have one available with water jackets etc for your chosen engine, as many are drag racing specific and are bare bones. Then you have to throw money at it. Also note a lot of Julians excellent knowledge was developed from a time before billet parts were feasible options too. 100% a solid option though where applicable, but just going to a billet block isn't always easy, or necessary - Taz.

[@BIGSMOKE-bl2lq]

Genius

[@bentaasen6296]

Did not fint his web page? Any help? 🤷

[@hpa101]

Sure thing :) - Taz www.racetuners.com/

[@SoullesGinger]

Mind blown

[@stevenormandin2059]

nothing new here the tractor puller have been adding top deck plates for a long time on the diesel engines blocks to increase the deck height and lower the compression ratio for hyperbaric boost pressure and it works like a charm :)

[@hpa101]

Yes Julian does actually say he's been doing it a while as well to be fair, it's not claimed this is new, just that in his decades of experience this is what he has found to work for his applications - Taz.

[@stevenormandin2059]

here how it is done kzbin.info/www/bejne/pobHg5uKmq9mg9k kzbin.info/www/bejne/Y3Lahq2ddrdsq80 enjoy :)

[@BurningRubberNz]

Great info pics would b good sounds like a lot of top secret work

[@marvinwatson2749]

What turbo is he running where he's able to get 43psi pounds at 4000 RPM in a 2 litre

[@tpsretard]

There are a few that do it. A garret tr30r is common. But the efr line can do it also. These cars also run fresh air als so that helps

[@petergordon4525]

700 lbs ft at 4000 rpm? Shit!

[@marvinwatson2749]

@@tpsretard what efr? Any idea on which? And ive never heard of that seires of garrett. Is it better than the g series?

[@tpsretard]

@@marvinwatson2749 in rally cross we have used a few different ones but the 7670 is a good choice. The tr30r is a motor sport only turbo. Not available off the shelf.

[@marvinwatson2749]

@@tpsretard thanks alot for the info im looking for something the would spool similarly in my set up. Thats crazy boost for that low of an rpm

[@TurboWorld]

For sure would love to see the details , as I can hardly understand him, his accent is so thick. Really cool info!

[@hpa101]

We had to double-check a few things with the captions on this one, but if you can't get an ear for the accent pease do dive into the captions there to help you out :) - Taz.

[@Domas64]

Quite easy to remember, not so easy to understand what to remember :)

[@Malice11029]

3:04 WOW 0.02 THAT'S AMAZING!!!!!!!!!!!!

[@piecebombs5911]

The speed academy guys should of watched this before building their 4g

[@JDMEngineImports]

I have a 1khp street evo I run 2.0l custom ross piston 20 over 10:5:1 short piston R&R aluminum long rod, arp 625 head studs Ferrera comp valves, kiggly beehive springs and retainers. I use a stock head gasket. I think he’s over thinking 600hp unless he’s running a fp red with all the boost.

[@georgehoneymen6045]

The problem he had was that he was making a lot of boost at very low RPM which was causing the problem.

[@lutherblissett9070]

Making 1000hp on the dyno for 2 seconds isn't the same as making 600hp for a season's competition.

[@georgecharter4653]

Is Andre the most knowledgeable mechanic in motorsport?/the world?

[@hpa101]

He's certainly on his game and puts in the effort to know the topics that are the interviewees forte, but these guys really, really know their stuff inside and out and are often a source for Andres knowledge. No one knows everything, and when people share their solid and accurate knowledge it makes the industry better on the whole. Cheers for the comment though, Andre will be chuffed to read it =D - Taz.

[@Vehicular.Shenanigans]

How the hell are they getting that much boost that early on

[@tpsretard]

Primarily antilag along with a turbo that fits with the power and rpm budget.

[@sayan1667]

You guys must contact with Extreme Tuners from Greece 🇬🇷. These guys have one Evo that goes +13.500rpm!

[@hpa101]

If they're ever at an event we're at and want to chat though we'd happily do an interview, we're still bit EVO fans =) - Taz.

[@shaneshannon6874]

Lmao extreme tuna loves to speed up their videos and never show a dyno slip.. They're a joke....

[@sayan1667]

Shane Shannon Do something nice for yourself, man! Jealousy is not healthy.

[@shaneshannon6874]

@@sayan1667 Do a little research before believing everything you see.. Read some threads on some EVO fourms..

[@flyonbyya]

Billet blocks and heads turn an engine into what it wasn’t in its stock form, thus should race in a different class

[@hpa101]

What about tyres, suspension, roll cages, intakes, exhausts, seats etc etc etc? If you want to be a purist, NOTHING would be touched and you'd run the tyres the manufacturer specified. That's not something I'd like to do, but there might be a class of racing out there for people who do, or they could start one, otherwise a race car is always going to be far from stock - Taz.

[@flyonbyya]

High Performance Academy Im not proposing the restriction of any mod. But the prospect of running a stock 4G63 vs a billet version @ 100 psi boost in the same class poses a clear, grossly disproportionate advantage.

[@flyonbyya]

High Performance Academy I’m certainly not proposing an “all or nothing” rule, as you seem have interpreted my words to mean...not at all. I in fact didn’t intend to imply or suggest a “NOTHING” to be touched, or propose a “purist” rule...and I don’t think my words reflect that intent.

[@hpa101]

​@@flyonbyya ahh, I'm with you now. I did interpret that a little different, but at the same time it's still a line in the sand somewhere. That said I believe the R35 scene is very active and has such splits with times relating to stock blocks and stock turbo locations, but even then there will be those with a bigger budget to push things further than those with less which is essentially the same argument many use for cast vs billet. That said, if the interest is there the more classes and racing there is the better - Taz.