Extreme Talon

Extreme Talon
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Text and Photos by DSPORT Staff
Excerpted from DSPORT Magazine # 32




Glazar, Buschur and Shepherd are probably the three most well-known names within the DSM performance community. If you've been following the DSM movement since 1993, this should be of little surprise. Unlike the slew of racers that abandoned their Hondas for a fist full of dollars and a seat in a GM sport compact, the pioneers of Mitsubishi performance have remained true to their brand. For over a dozen years, both friendly and not-so-friendly rivalries have provided for heated competition among different DSM tuners and drivers. Since competition fueled progress, everyone that owned a DSM benefited from the fact that Extreme Motorsports and Buschur Racing were at war during the mid and late 90s. The two companies would push each other to develop new parts and explore the outer limits of DSM and 4G63 performance. The DSM enthusiast would be the ultimate winner.

In 1993, Sean Glazar and his father Terry had opened up Extreme Motorsports to service the budding DSM performance community. This 1992 Eagle Talon TSi was purchased in 1994 with the intent of becoming a 12-second, full-interior street car. Within a year, the original goal was realized, but the passion to go quicker and faster meant that more power and more modifications were to come.

The Pilgrimage to Mega Power

The transformation from a 320 whp street car to a 1000-plus whp race car didn't happen overnight. Many obstacles would have to be overcome during the decade of evolution that was to follow. "Initially, we ran the stock engine with the factory internals. As we pushed the engines harder, we started to build our own engines with modified factory rods, and new factory pistons and rings. That basic engine setup was successful until we ran 10's. At that point, the connecting rods began to fail," says Sean.

Today, the 1000 horsepower bottom-end starts with a factory 4G63 block. The block is first line honed to ensure a straight path for the factory crankshaft. Once this operation is complete, the block is then bored .5mm over the original bore before being honed for the desired piston-to-cylinder wall clearance. To ensure the best possible cylinder seal, an o-ring groove is machined into the block. Once machining is complete, a thorough cleaning of the block and components is performed before assembly. A quartet of Extreme Motorsports forged-aluminum pistons and Extreme Motorsports aluminum connecting rods are mated to the factory crankshaft. ARP main studs are used to keep the bottom-end secure.

On the top-end, the factory first-generation cylinder head receives a race porting from Headgames Motorsports. Once the porting process is complete, the head is assembled with REV stainless-steel valves, Extreme Motorsports dual valve springs, Extreme Motorsports titanium retainers and Crane cams. "We found a great deal of hidden horsepower in the valvetrain. The racing-profile Crane cams delivered over 100-horsepower compared to the street/strip HKS 272s. On top of that, we also found nearly 100 horsepower in converting the valvetrain to solid lifters," says Sean. While these gains may seem unbelievable, neither Mitsubishi nor HKS considered that someone would be crazy enough to spin a 4G63 to 10,500 rpm. The seal between top and bottom is made by 12mm ARP head studs and an Extreme Motorsports multi-layer-steel (MLS) gasket.

Of course, a 1000 horsepower four-cylinder needs a capable turbocharger and induction system. "After experiencing two turbo failures, our original turbo supplier had a replacement on galactic backorder. That's when we were fortunate enough to hook up with Harry at Precision turbo. We worked with Precision to develop the turbo that delivers the power without failures. In fact, the turbo that is currently in the car is over a year old with over 60 passes and it has never been rebuilt." The T4-based Precision turbo has a .96 A/R tangential housing that mates it to the HKS cast-iron manifold. On the cool side of the turbo, a 76mm inducer compressor wheel has been carved into the compressor housing. Boost pressure is regulated to 40psi (measured at the intake manifold) by an HKS wastegate receiving signals from an Extreme Motorsports XBC manual boost controller. Intercooler plumbing is directed from the compressor to the Extreme Motorsports Race Intercooler V2. From the intercooler, charge air is directed to the Wilson Manifolds throttle body. The throttle body regulates the flow into the Extreme Motorsports two-piece intake manifold. This manifold ensures that equal airflow gets to all four cylinders. A Nitrous Express direct-port rail system was chosen to guarantee that each cylinder receives the proper amount of nitrous oxide and additional fuel.

On the fuel and ignition front, a pair of Bosch in-line fuel pumps pushes the C16 racing gas up to the fuel rail that feeds four 1700cc/min Bosch Motorsports injectors. These injectors take cues from an AEM EMS engine management system. The EMS system also fires the AEM C2DI 4-channel ignition amplified that powers the Hyperdrive Coil-on-Plug ignition system. NGK Iridium spark plugs were selected to initiate combustion in the cylinders. An AEM UEGO wideband sensor makes tuning for the proper air/fuel ratio an easy affair.

 

For more on this article and everything else in Issue 32, get your DSPORT Magazine Back Issues online here!







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