Need to just post this stuff up for future reference, more Extreme Tooners.

[David Buschur]

I've already called this guy out over on EVOm, but don't need more problems over there or to get banned and I am close to a 6 month banning.

Below are pictures of a head "from" Spryros/Extreme Tuners. I want to just make note of something. NOTHING he is showing here hasn't been done already and the guys sucking his balls on EVOm crack me up. The stuff you see in the runners is clay for working the head on the flow bench. We've done all this already, YEARS ago like most things. IF he actually has the ability/money/contacts to completely re-cast a cylinder head then good for him. Yes, you can improve on the cylinder head on the 4g63 by making major changes to the head like are shown below. What is being shown in the picture is NOT possible in the stock casting and if need be I can post pictures of the head cut into many sections to show all the water and oil jackets that you hit trying to do what he is doing. If it's in your budget to buy a billet head that outflows the stock properly ported head, a new intake manifold and a custom header to go along with it, then go for it. For reference though, the stock 4g63 head has gone 6's at over 200 mph and run over 12,000 rpm already, those of you needing to best those numbers get right in line! haha

[QUOTE=Extreme Tuners;9835654]Some more pics of the head.

[David Buschur]

Here's another one. This guy says he tested all those cranks in engines to failure. The failure is the first picture he posted, yet another claim he makes that's bullshit. The bottom picture below shows a failed crank he is making reference to testing to prove they are good or not.................so he built a 1000+ hp engine to test and run at 10,000+rpm and was too stupid to put main studs in the engine?! hahahaha This guy is a liar and liars are thieves.

So I am back again.


It’s the unofficial crank test, its time some companies get serius and don’t promise HP and Rpms just because they think nobody can push them at the limit.

We test them on the Dyno from 1000- 1500hp, on the balancer machine at 12000rpms. To be fair we use Combustion / Pressure analyzer to calculate the actual compression and combustion pressure in the cylinder as the strokes was diffent so as the piston at BTDC and TDC. Same pistons speed but diferent weight piston rod combos makes our test 5% inaccurate.

We knew from the start what would be as we wanted to test all the "off the shelf" 800-4000$ cost cranks. We test 12 cranks. Not survival as we think from the start.

We will show u the results but not the brand for eatch crank. :mitsu:






















Spyros

[David Buschur]

OK FINALLY!!! Here is something I feel he probably did have a hand in building and it is 100% complete trash!! He has made claims to headers and collectors in his thread on EVOm that I called him out on and I am 100% absolutely sure and will bet my business on are built by other people and stolen images, such as the Shearer header and Burns Stainless collector. Anyway, below are the pictures of the piece of shit header I figure he/his shop are actually building. Nothing is prepped on the tubing at all before fitment. The joints are absolutely terrible with cheater cuts to get the runners to fit together. The tubing doesn't even meet the cylinder head, I mean this job is so poor that it is completely laughable.

He is showing HIS true abilities with this crap.

As we built some frond face co drivers side steel 316 manifolds for our T3 power full units.

These are low cost manifolds from 316 stainless steel that anybody can afford as the price is very reasonable. We keep more than 10 in stock. Just the manifold with t3 flange or complete turbo kit fitted 60-62-64-67-72mm 11blade high power units.

I will upload pics tomorrow ready and installed.
These pics below are with our 67mm power full T3 unit.





















Spyros

[David Buschur]

For reference this balancer below will not spin a crank at 12,000+ rpm like he makes claims to. Can you imagine trying to spin that in those cradles with no lubrication at 12,000+ rpm. This guy cracks me the fuck up.

Here are some crank tests from the balancer machine tested to 14000rpms.
Some of them fail even at 8000rpms

























Spyros

[David Buschur]

More of his blah blah blah from awhile back. These pistons aren't going in any engine you are driving for any length of time. Two rings and skirts are way to short, the piston rocks in the bore too much. This is a RACE only part that's not being used in anything any of us are going to drive.

As i promise, the best and lighter piston ever been produced. its the new design for 550hp > 36m/sec, 80psi of boost, 14500rpms 2,1:1 ratio per piston. Superalloy and berilium versions.
Methanol and nitromethane compatible. Next post i will post new berilium pistons and the old design too.

Enjoy. {thumbup}







near stock evo








Billet pin capable of 6tons/pressure/mm /1000 hp per pin and 45m/sec near standar steel pin.






Spyros

[David Buschur]

These rods are not swinging in the stock 4g63 block.

Thanks from all,

Customers asks always the best. No budget most cases.
we use only the best materials and parts, we are about to finish mmc-carbon rods and berilium pistons for 4g63.

Take a look our litlle babies.

Titanium synthetic rods, synthetic mmcs and titanium mostly.

286grms almost 3.5 times lighter than stock, at the stress-strain tests this rod have no competitor. To design a rod is calculation of many things. to be as simple i can.
Max. combustion pressure
sliding masses at max. speed.

the pistons speed and the acceleration depent on the crankshaft angular displacement. m/s2 vs degrees (360).
rod have maximum combustion pressure closely behind the top dead center, simultaneously intertia forces resulting from the sliding masses of the piston acts towards the rod, this time pressure (etc. 16.5MPa) can make the rod to fail.
To make it simple, there is not only the material of the rod that makes the rod strong but mostly the design.
At the stress-strain diagrams there are: the propotinal limit, the yield stress and the ultimate stress.
Each material behaves in a similar manner when placed under a load. There is a period of elastic deformation, in which the material is stretched, but it returns to its original size when unloaded. (aluminum acts well only to this) The point at which it fails to return to the original specifications is called the yield stress.
Now, in a 4 stroke engine we would probably have to assume that this yield stress would be passed at some point, so most connecting rods come out of engines a different size than when they were installed.
After the yield stress, another stress point can be reached called the ultimate stress point. At this point, a material has essentially reached the point of no return. Failure is immindent, and even a decreased amount of stress can cause fracture.

For the type of steel rods, the ultimate tensile strength would be about 80 to 160 thousand pounds per in2. If aluminum were used, the ultimate tensile strength would be closer to 60- 70 thousand pounds per in2.

Our connecting rod, under a stress of 280.000 psi, would be in bounds and top limit.
Above this limit its useless not even rod bolt can handle this kind of tensile strength even for 2secs.

these rods are desinged to work perfectly with 380grm piston at 14.000rpms >1.85:1 rod/stroke ratio.









Spyros

[David Buschur]

I'm getting bored so this will be my last one for awhile. These cams are not for a 4g63, he sure likes to play they are. Also, I get a big kick out of his dyno graphs he posts everywhere. This guy claims he builds 10,000+ rpm engines that make 1500 hp but every dyno sheet he posts is done making power before 8500 rpm.....he amuses me.

First of all sorry if I cant reply to all my pms.


DBsears,


We have made some test as matter the Mivec valve motion and non mivec. Mivec have nothing to gain towards to a good design profile to the specific engine setup only.

Mivec helps better always comparing to a same design - capability cam, but not to a custom one. The problem with the custom profile is the idle only and the extra stress of the valvetrain. Better everywhere even spools better than a good tune mild profile. We ve made some test to a complete stock evo ix with mivec and then we remove the mivec and place some custom cams to see the difference. We design the profile for the stock flow 4g63 and below are the dynoplots.
At the test was a complete stock evo ix the only that had was exhaust system, rod bolts, and walbro 255 and Haltech E11v2. The tune done by me with stock fuel and AFR exactly the same. The test took place to our dynapack dyno.

The dynoplot is with stock mivec tuned. the power is at wheels. and was 30psi all the tests.



Then we place the custom cams. same 30psi boost stock fuel as always.
the turbo was finished from 24psi but we want to show at 30psi same boost.




here are the 2 dynoplots with boost pressures vs power. the bold one are the custom cams.
the boost pressure comes 200rpm sooner and was less from 3500rpms to the 5500rpms.




and here are the torque at the crank vs power at the wheels.
Higher torque from even 2750rpms to the end and 45hp at the wheels at same boost just swaping the cams. Notice that with the custom cams we had 422awhp from the 24psi. Nothing except torque gains to 30psi.



AFR vs Power



These cams outspool anything exists mivec or no mivec.
Its our first stage cams that will be sold in public from our new website in 2 weeks.
There are versions in cast, and billet.

The second stage will be the last hydraulic and we have done test and tests to the simulation and to dyno vs the most known profiles on the market. Will be also sell to the public. like first.
keep posted to our new website to see the test.

There are 2 more stages that require special cylinder head preparation and will not be sold to public. But 1rst profile outspool all the known hydraulic cam combinations and second although hydraulic outspool mechanical profiles by far.
Recomended our valve train kit and better hydraulic lifters from second stage. 1st stage requires only spring kit and tested to 900awhp.

3rd and 4rth profile for 4g63 can be done only from billet and titanium and requires berilium seats and titanium valves. No mivec mechanism can handle these kind of valve motion even mivec billet cams can.

All custom profiles can be done for charge of R&D and master cnc program will send to the customer only. Noone can buy these profiles.

We have also in stock WRC profiles, Group A and N.


Below are some titanium version.
Stock 4g63 cast cam weight 1.377grms and the titanium version weight 234grms and can handle 4 times G acceleration than cast and 2.5 times more than billets.

A form with requirements and exact engine specifications will be sent to customers to fill for eatch custom profile. The are 3 charges then. R&d charge, Master profiles cnc program and then the cost of the cams depents the material and the surfase finish.



Enjoy.











Spyros

[Mudkip]

I think I read through that thread awhile ago. He was talking about how "he builds cars for the dyno", no bullshit. I love when people see a wheel and the decide that they can make a better version themselves.

[JohnBradley]

Changes the game when you put all of it in one post to compare. I hadnt noticed the pipe to flange cuts before you pointed it out, but yeah thats not too cool looking. Kind of makes my mind up on what we were talking about the other day I think. Why test something when I have a cylinder head I know works?

Aaron

[David Buschur]

I got bored or I'd have posted even more of the crap I found as lies and bullshit he has posted up. It's good for me, so when it's finally realized this is another know-nothing crook in the industry I can have everyone refer back to this thread.