Cast Garrett compressor wheels (right) tend to come apart above 50 psi. CNC billet aluminum wheels (middle) are stronger, but why not be different and use your own CNC billet titanium (left) compressor?
You'll need a turbo big enough for the job, which in this case is a 108mm twinscroll T4 turbo, with custom quad ball bearing CHRA and 100psi capability.
To get enough airflow at 12,000rpm(!) to get the job done, you'll need a skillfully ported head, complete with titanium valves and copper-beryllium valve seats:
And you're going to need a set of camshafts to handle the rpm and withstand tremendous ramp pressures, so why not a set of hollow titanium billets with DLC at only 234 grams each?
And since there is no aftermarket rod up to the task, just ask for a set of billet mmcs-titanium connecting rods at 286g each. Rod/Stroke ratio is 2.07:
For pistons, a set of custom beryllium pistons with DLC fits the bill, and since methanol is the fuel, 13:1 SCR is fine:
A strong piston pin is needed as well:
Toss in a custom titanium billet crank:
A set of 9000cc/min injectors:
And since a factory 4G63 block probably wouldn't hold up, just CNC machine your own from billet aluminum:
No head gasket is used:
And to put all that power to the gearbox, one needs a suitable multiplate clutch:
1360whp 2.0L Escort Cosworth
1070whp Subaru on its way to 1500+whp:
If you want a turbo, they'll build whatever you want, and their quad BB center sections are damn strong. GM's 1400whp Ecotec project used one of their 80mm turbos:
If you can dream up a turbo, they can build it:
They also use straight metal matrix composite (mmc) rods, which are lighter than Ti. The problem is cost and life (120 hours). These use no rod bearing.
Not often that one sees 13:1 compression ratio beryllium pistons, much less in a turbo engine:
