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| The equal length 3-1 header is constructed of lightweight thin wall stainless steel and is generously thermal wrapped to prevent engine compartment cookoff. The two headers are merged into the big HKS T04Z turbo. |
The engine block is fortified with centrifugal cast Darton iron sleeves, then stroked 6mm with a Brian Crower crankshaft while maintaining the stock bore. The crankshaft is machined from 4340 high nickel steel billet and is 3 lbs lighter than stock. The stroke increases the displacement to 4.1 liters, increasing bottom end power and reducing turbo spool time. Brian Crower billet rods keep the reciprocating parts together and couple the JE 9.5:1 compression forged pistons to the crankshaft. Stock Hyundai bearings are used throughout the bottom end. Lubrication is handled by a Daily Engineering multistage drysump system with a custom RMR built pan and plumbing pushing Royal Purple synthetic oil.
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| The turbo with the ported shroud compressor housing removed. The ported shroud moves the surge line of the compressor map over to the left giving more surge margin, this is important on a pikes peak car as it’s easy for the turbo to get into surge as it tries to make up for lower ambient air pressure. A ball bearing center section improves transient response and resists thrust loads, another important feature in a turbo used in thin air. |
The heads are massaged by RMR with emphasis on getting more flow from the exhaust side of the head. RMR sourced 1mm oversize stainless valves also aid flow. Ferrea springs with lightweight titanium retainers are used for an increased float margin. A custom RMR spec PMC fabricated large plenum, short runner intake manifold fits in the engine’s V.
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| The HKS wastegate features an investment cast stainless housing, a large creep free control poppet valve and easy to work on V-band mounting. |
For operation in areas of low air density a turbocharger is a must. A turbo freefloats in the amount of air moved, working on pressure ratio and the wastegate will work to help to try to maintain the same pressure ratio even as the air thins when the vehicle climbs. This is all great but turbo sizing is critical and care must be taken to prevent the turbo from overspeeding as the air density falls and it attempts to maintain the same pressure ratio.
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| A boost refrenced Bosch Motorsports adjustable fuel pressure regulator is quite robust and accurate. |
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| RC engineering 1000cc injectors are fed by these big RMR custom injector rails. |
The PM580 has beautiful RMR built thinwall 3-1 stainless headers feeding into a ball bearing center section HKS T04Z turbo. The pressurized air from the turbo is fed to a large air to air bar and plate intercooler mounted behind the driver on the roof. Boost pressure is regulated by a big HKS external wastegate. The engine is designed to run at 20 lbs of boost but is only currently run at 12-15.5 lbs of boost with the target power being achieved at only 15.5 lbs.
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| The big bar and plate intercooler sits in a carbon fiber pod breathing air from the top of the car. The packaging is so tight that this is the best place to put it and still keep the charge piping reasonably short. |
The potent engine requires a lot of fueling. 1000cc RC Engineering injectors on custom RMR fuel rails are fed by a huge Weldon fuel pump sucking VP C16 fuel from a custom ATL fuel cell in an RMR fabricated aluminum outer shell.
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| This big georotor Weldon fuel pump is overkill large but it ensures an uninterrupted flow of fuel to the engine! |
Engine management is handled by an AEM Second Generation EMS wired and programmed by Engineer Mitch Peterson of MP Tuning. Mitch also figured out the integration of the AEM EMS with the Weissman transmission controller. The EMS is also integrated with a Racepac digital dash. Power is supplied by a ultralight Braille lithium battery.
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| The AEM EMS, CDI and Racepak data logging electronics are on the left side of the driver’s compartment. |
