don't feed the trolls man. You guys are better than that

 

setting up some sort of parts catalog would be awesome. It’s really hard to see what you offer with nearly 100 pages to go through. It would probably reduce the mass amount of emails you receive.

 

yes, for a company that can handle billet blocks it is surprising to see how much difficulties setting up a website presents

 

It's really hard to see what they don't offer, which is probably nothing.

 

If you were really interested in their parts, you would call them. Im sure they have better things to do then setup a catalog for window shoppers

 

Most of our parts will be listed on our website, i personally take care to finish next week.
Many parts i havent upload here so there will be as many we can.

Meanwhile we are planning to built our own cnc quality cranks very soon, we recently bought the necessary equipment and machinery to built them.

Also a new Gas - Liquid-Loading-Field-Data Analysis and Multiphase-Flow Modeling software come to our property to help us improve our work, i will demostrate it how works when i introduce you our new billet intake manifolds, how help us.


Spyros

 

Spyros,
I might have missed it in ur thread, but what do u guys offer/use as far as light weight drive shafts?
thx

 

Hi Spyros.

How many types of stock frame turbos will you make?

I'm after a quick spool 500-550Hp unit.

Can you pick out a turbo that will suit my needs if you get the engine spec?

I'm having my engine built with O-ringed block and stage 3 ported head.
It will still be a 2L fitted with Supertech +1mm Inconel exhaust valves and nitrite +1mm intake, Double Supertech valve springs, Supertech valve guides and Supertech TI retainers.
Bottom end will be balanced with max 0,2 grams including clutch and flywheel.
Cams:
TOMEI 280' IN with 11.5mm lift
TOMEI 270' EX with 11.5mm lift

Compression: 9,1:1

If you could help I'd appreciate it.

sorry for the off topic.

Cheers.

 

Do you even have any strip times of your cars? If the tracks are so bad in Greece, I think you should use your money to get to another track in the States or Europe instead of buying a Rolex so that you can prove you're not just talking ****. 208 liter horses, about 40 more than a Pro Stock engine, is just an absurd statement.

 

You are obviously an ignorant person.
1st of all a pro stock engine is N/A...
2nd of all... BMW...F1.. 1.5L 1450HP.. figure it out.

 

208 Liter Horses?
208Hp/liter?
Well we're talking more like 802hp/liter..

 

I don't think he's an ignorant person.

I think he may have a very high horsepower Volvo and a lot of experience... and probably made a typo.

 

I'm referring to the N/A Ford Cosworth 16v engine that he claims got 416 hp. If this man achieved that type of power, why haven't they done it in Pro Stock? Secondly, I don't think that the 1.5 liter BMW F1, not to mention the McLaren-Honda turbo, are valid comparisons since they ran 5.4 and 4 bar of absolute boost pressure respectively, with the Honda running just a bit more than Spyros' 3.9 bar in his claimed 1416 hp Evo, with itdelivering more power than the Honda despite of it being a four cylinder engine when the Honda had a V6 with a very short stroke, and by applying the rule of thumb that 10 lb/hr of turbo flow is required per 100 hp, the turbo of that car doesn't deliver enough air for more than 1320 HP. This is just as I said a rule of thumb, but it's very accurate indeed and certainly doesn't end up giving a 100 HP difference. Alas, forced induction and N/A engines are hard to compare against each other even if you measure HP per liter per bar of boost since the frictional losses in a turbo engine doesn't increase as much as the IMEP, giving a higher BMEP than if you just multiply the N/A power with the absolute boost pressure. However, there are other factors that has to be taken in consideration in a turbo engine, exampli gratia the increased intake charge temperature, other camshafts with more lobe separation and less efficient headers, sometimes making comparisons of N/A and forced induction engines under the principle of HP per liter per bar of absolute boost pressure valid, however being pretty complicated science that includes alot of physics and math.

 

wow, this guy doesnt seem so ignorant now does he?

he brings up some very good topics. id like to hear spyros reply

 

Well this cosworth motor was likely spinning higher than 14,000 rpm. Which undoubtedly is above what a 500ci pro stock motor would be.
Also, the cozzie gets the benefit of fuel injection, DOHC, an extremely light rotating assembly. And let's not forget that NA F1 engines are making much more hp/liter. The v10 3.0l were above 1000hp, which is above 333hp/liter.
A pro stock motor hasn't made it because they're heavy, outdated technology. i.e. Carbs!!!

Also, with the honda vs. Evo motor.. You didn't even touch the topic of compression ratio's, fuel used, dyno used, turbo used. It's common knowledge that a gt4202 makes more power at 35psi than a gt3076. the 42 flows more at that pressure ratio. Then you bring back in the fact the the Evo is spinning to 12k, then that increases your air flow, then you realize that it's at 13:1 cr with methanol as a fuel. Then on top of those things Spyros has engineered and built his pistons, rods, crankshaft, flywheel, clutch, transmission, differentials, transfer case, drive shafts and axles all to be as light and efficient as possible.