Yes, all our engines will work fine on E85. We can heavily customize the engines to each individual customer. Will depend on what you need!

Currently setting up and fine tuning our 1m^3 3d printer to print the bodywork molds with :)

It's a stock vr6 head.

We can neither confirm nor deny that it may or may not be related to a customer project.

What are you doing and that VR6 Head be like: Me? Nothing. Just Hanging Around.

Our released engines, including prices, are listed on our webshop: shop.elmerracing.com/14-racing-engines

We do all the CAD design, CAM toolpath creation, and CNC operation in house. Only way to be able to learn how everything works together. We may be looking for more CAM/CNC operators to help with the workload!

That would be cool! Maybe something like showing the whole process of making the collector and all the way to it getting welded to a manifold and run on a vehicle. The effort required to make that is significant though. Especially considering that we're trying to focus more on the complete engine designs. But.. maybe!

@ElmerRacing Doesn't have to be a big elaborate video necessarily. Pictures can be slotted in between you talking about the benefits or functions of the collectors. I think that would work well for these more tiktok/instagram style of video if you just want to get some good quick content out.

@@BO8324 Very good ideas!

Putting the first batch of engines together!

@@ElmerRacing enjoy

We have one in stock at the moment!

That would be some expensive Yaris'ees! :D

@@ElmerRacing That front cover cost more than GR Yaris. 😁

We can neither confirm nor deny that we have looked into this.

You would be surprised by how bad a exhaust manifold can be and still work ok. The most important areas are where the flow speed is the highest.

@@ElmerRacing You guys do some seriously awesome stuff, so I'll take your word for it. It would be nice to see some flow comparisons though.

A poppet style gate is not ideal for sure. But packaging wise this is the best that we can currently do. And it works well since the flow velocity at the valve is much lower than at the choke point in the turbine scroll. (we are always looking at future upgrades though)

Pressure spikes in the intake (as you state) mean you have severe missfires, which results in combustion in the exhaust manifold, and the pressure/flame from that causing even the intake side to ignite. Not ideal to say the least. You can find the missfire retard limit by retarding timing on all cylinder also. Cylinder cuts should only be done by fuel and spark. Only cutting spark is the same as a missfire from the engines perspective.

@@ElmerRacingBut when ecu can just choose spark or fuel? Maybe noob question, but aim is to maintain boost pressure flat?(i still see creepeing of boost up inside intake(say after high rpm lift off from -0.2bar to 0.3bar during a second). And how may i compare/use pressure before and after throttle here, as there is a huge difference...?

You will have to check with your ecu manufacturer. Typically "fuel" actually means fuel+spark, but this can vary. Some ecu manufacturers even deliberately hide what their options do though! In reality there is no way to easily maintain a super flat MAP curve. But that shouldn't be necessary in most cases. The ECU will adjust fuel and spark timing based on your tuned maps. Backfires that go all the way into the intake are not good though, they need to be avoided. Typically you will have a spark failure (deliberate or accidental), spark timing failure, or A/F ratio not being in the combustable range if you have missfires.

@@ElmerRacingThank you. If i can ask more... you mention A/F , how much enrichment is "ok" ? Looking A/F during ALS with a cut is pointless. And what about Blow off valve, teoreticaly it will not work, but i feel it will open for a brief second as pressure difference pre and post throttle will high enought at lift off= and it can prolong turbo life?

Maintaining the correct AF ratio when coming back after a cylinder cut is maybe the most difficult part. Depending on your setup, you might need 20% enrichment for that cylinder, or maybe even 80% on a badly designed engine after 2 or three consecutive cuts. We design our engines to need as little post-cut enrichment as possible. You can use blow off valves in conjunction with anti-lag. Shouldn't be a problem.

Yes. Our Hel engine is fully compatible with factory nissan accessories for the r35 gtr. Including the ac pump.

These are for exhaust manifold manufacturing. The T3, T4, and 3" v-band sizes are typically used on turbo setups. The 5" monster is likely for a naturally aspirated engine.

This setup is a very conservative 9:1 compression ratio. Boost varies depending on testing/race etc. Full power wears driveline components so much faster, and always more risk for the engine also. We believe they use a max of about 1.7bar or so boost. You can probably ask the ro968 team directly about how much boost they actually run.

We'll call up our used kidney dealer right away! :D

@@ElmerRacing ...gets out sharpie...draws a circle..."Ok, think it's right about here, Go!"

We currently use powermill with our own postprocessor setup.

@@ElmerRacing power mill?

Absolutely, now you can single turbo it! :D

The side opening on the smaller collector is for a wastegate exit.

That's our 'Magni' concept engine! But not going to be made. There just isn't a market for 4000+hp lightweight engines. Power could maybe be used in drag racing, but cars that powerful are extremely heavy. Not much point in saving 50-100kg on the engine.