This is a project we recently completed for local tuning house Blood Type Racing, BTR. This is a project engine sponsored by Hyundai North America for the vehicle unveiled at the 2015 SEMA show in Las Vegas. BTR approached us with a specific set of requirements we had to meet in order for this project to be successful and most importantly reliable. Completely stock new engine was supplied to us for disassembly, meticulous inspection, and parts development. No aspect was overlooked and all potential areas of failure addressed. This was a great learning process of the engine and we have more development coming up soon. Cylinder head port design optimization is the next big project for the 1.6 Gamma engine. Below is a description of the work performed on the engine and part used, both stock and aftermarket. Enjoy!
BLOCK PARTS AND SERVICES:
PRE custom forged pistons: Strutted forging increased skirt and pin boss stiffness without a weight penalty. Pistons designed in conjunction with connecting rods. Connecting rod pin end was designed for appropriate load distribution. Piston pin boss spacing was designed off connecting rod width. Narrow pin boss spacing reduces piston pin bending and actually work in double shear. Lateral gas ports for top compression ring utilize combustion gasses to aid sealing. 3D milling under piston crown was an additional machining operation done to maintain consistent piston crown thickness and reduces “dead” weight. Stock cast aluminum pistons weight 261 grams each. PRE forged pistons incorporating all above processes weight only 220 grams; that is a 15% reduction in weight. Stock compression ratio is 9.5, while PRE compression ratio is 9.2. PRE piston pins made maraging tool steel and DLC-coated to reduce galling. PRE piston pins are 14% shorter than stock and weigh 17% less than stock pins.
PRE custom forged connecting rods: I-beam design connecting rods with ARP625+ bolts. I-beam design is ribbed at the pin end for increased stiffness and also features lipped rod-cap interface. This feature increases surface area at the parting line to reduce flex and rod-cap separation fretting. Pin end of the rod made without a bushing. This feature requires use of DLC piston pins, but reduces pin end weight and profile radius. Lower rod weight again reduces reciprocating and connecting rod bearing loads. Stock connecting rod weighs 406 grams. PRE forged connecting rods weigh 13% less than stock. Again, reducing reciprocating loads, all while focusing on buckling loads exerted by the power stroke of this heavily turbocharged engine.
PRE custom rod and main bearings by ACL: we developed ACL Race series tri-metal bearings for both connecting rods and main bearings. Bearings available for purchase in several grades: STD-H, STD-HX(.0010in/.026mm extra clearance), .010in/.25mm oversize(repair size 1), .020/.50mm oversize(repair size 2) PRE main bearings feature two oil feed holes and wider than stock for increased load distribution. PRE connecting rod bearings wider as well.
PRE main stud kit: This is a custom made main stud kit designed by PRE. Main studs start out as H11 tool steel rod blanks which are CNC lathe-machined, threads rolled for increased fatigue strength, and heat treated. Our main stud kit uses ARP heat-treated nuts and parallel ground washers.
PRE head stud kit by ARP: This head stud kit is made by ARP and developed to suit Hyundai 1.6 Gamma engine. All studs are made to ARP standard manufacturing process. Our head studs have the “bullet point” guided-nose feature to preload threads in the block.
PRE valvetrain package: Due to extremely low spring pressures originally designed for low drag and MPG’s we designed a set of single valve springs, titanium retainers, hardened valve collets/keepers, and spring seats. Stock valve spring seat pressure measures an average of 32lbf. PRE valve springs seat pressure is 70lbf.
PRE cylinder sleeves: Our cylinder sleeves made of ductile cast iron and convert engine from factory open-deck configuration to a stiffer closed-deck design. PRE sleeve walls thicker than stock and allow up to 2mm overbore. Factory cylinder primarily consists of parent aluminum column with a thin wall cast-in sleeve.
Currently, we are developing additional parts to suit extreme applications:
- Billet crankshaft: Key features include straight through oil gallery to rod journals and larger rod journals for increased journal overlap and crankshaft stiffness.
- Camshafts: we profiled stock camshafts and currently exploring increased lift and duration designs
- Oil pan baffling: There is minimal to no oil strainer baffling from the factory and already became an apparent issue at recent proving ground road course testing. We are developing an oil pan baffle that will fit stock oil pan without modification.
Below you will find pictures of the engine development and preparation process. Enjoy!