Oh boy. If you like Hondas, Corvettes, crazy boosted motorcycles and trucks, fuel injectors, superchargers, compound turbo systems, and nitrous, you've found the right article to browse!
In the previous two installments of our engine build, you were able to take a look at the parts we will be using to build the bottom end and the cylinder head of our Ariel Atom. Notably, we went with a Dailey Engineering dry-sump system, since the Atom has a lot of aero-enhanced grip, and we want to avoid oil starvation.
Industry Press Release
Holley Performance Products is pleased to announce the inaugural LS Fest West, an extension of Holley’s increasingly popular LS Fest event, set for May 5-7, 2017, in Las Vegas.
LS Fest is a celebration of anything and everything powered by the incredible GM LS engine or current-generation LT engine. It didn't take long for the original Holley LS Fest to become the go-to event for anyone looking to put their LS-powered project to the test and for spectators looking to learn all they can about the LS platform.
by Erik Hazen
The people at Velox Motorsports are our kind of gearheads- engineers who believe aftermarket components should be well-engineered, functional, and shouldn't just look good enough for mass production. With the popularity of the FR-S and BRZ chassis, there has been no shortage of so-called "aerodynamic" products, that are mostly cosmetic and don't have any engineering behind them.
The lack of in-depth engineering within the aero parts industry triggered Velox Motorsports to design their own rear diffuser. They knew that they could improve on what was on the market currently. They wanted to maximize performance, leverage aesthetics, add to their already existing front splitter, and offer additional components not offered to the market previously.
It is one thing to leave a car in pristine condition or to heavily modify it to live out a JDM dream. With Albert and his high-powered machine, he did both of those things. In fact, Albert has built this beast to a staggering, 912 horsepower and 693 foot-pounds of torque, daily driver!
Porsche has gone and done it now. Personally, I think Porsche should have just transitioned to the Cayman for their GT race car, but I’m no Porsche ‘purist’. And in the interest of not getting their butts kicked, apparently neither are the heads of Porsche Motorsports.
If you like turbos, superchargers, other engine parts, wheels, aero, and electronics, this is a must see. We’re back with our third installment of the show, with plenty from Precision Turbo, AEM, Burns, Dynojet, CSF, Steve Morris Engines, Arias, Radium, CPE, and more!
James Houghton has been to Buttonwillow three times over the last four years. You are forgiven if you assumed he's been there every weekend practicing, because his 2016 time was almost six seconds faster than his 2015 time! He knows the track, but as he is from Canada, it is far from his home track. He took almost 6 seconds off of his 2015 lap time and yet his horsepower levels are almost the same as 2015. There are many other aspects of the car that have been tweaked between then and now and in this article we will look at some aspects of this fine tuning. It is not an understatement to say that James eats, sleeps, and breathes racing. He is constantly looking at ways to expand his capabilities as a driver. Over the years he has been carefully honing his Integra Type R into the incredible machine that it is now- a car that terrorizes in all the Time Attack events that it enters. Forget the fact that it is running in the Unlimited Front Wheel Drive class, as he is right on the heels of or beating the RWD and AWD competition! That this Type R has evolved from an incredibly solid street car into this record breaking beast is a testament to the hard work that James and R-Division's Eric Lavigne have put into this project. Driver, Car, and Mechanic combine to create a team that is, well, almost unbeatable.
Industry Job Opportunities
Whiteline, one of Australia’s largest suppliers of suspension related products to the aftermarket, has a couple of job opportunities. If you're looking to work in the fast paced and exciting world of the automotive performance aftermarket, this just may be exactly what you're looking for.
If you have been a long time MotoIQ reader, then you have probably read about our tour of performance suspension giant KW Automotive's production and R&D facilities in Germany. KW has had a North American operation for some years now, but has recently expanded their facilities from their first location in Sanger California to a new location in Clovis California.
KW's old Sanger facility was mostly dedicated to warehousing and service of their suspension stuff. The new location is being put together to have additional flooring space for R&D, engineering and Manufacturing. This includes all of the KW Automotive brands consisting of ST Suspensions, Belltech, LSD Doors and of course, KW Suspension.
When we last left Project Lexus SC300, we had been fabricating panels to secure all of the electronics. Even for something as simple as installing a few electronic components, it takes quite a bit of planning and execution in order to do it correctly. That planning and execution continues in this installment of the rewiring series, where we secure the Autosport Labs Racecapture/Pro2 data logger and construct other block-off panels.
In the last installment of our FA20 engine build, we covered the parts that we were going to use for the insides of the "Stay Crushing" FR-S. With the components covered it was time to start on the engine build in earnest. We decided to begin with the cylinder head and enlisted the help of Tom Fujita at Portflow design to perform the core work on our head.
There’s always some track car goodness at SEMA. Many of these vehicles are based off of street vehicles. Depending on the race series, the cars vary little from the road legal street cars with not a whole lot more than gutted interior and roll cage installed. Then there are other race cars that only share the exterior semblance to the street car with everything underneath the skin completely changed. SEMA had a bit of both along with a classic.
We are going to go out on a limb and make a lot of fanboi's angry. They will call BS and burn us in effigy. However we are still gonna express our opinions which were developed over the years in the school of hard knocks and talk about real issues we have seen when racing and developing many of our industries' favorite and even legendary engines. Now don't get us wrong, these engines can be turned into successful racing platforms when some major engineering and big dollars are applied but a lot of it is beyond the easy to figure out, easy buy and bolt on stage that most street tuners dream about.