Engine

 

07

Demystifying the Camshaft: Part 2 – Terminology

by Jonathan Spiegel

In the first installment of this series, we took a fairly in-depth look at valve events, which, simply put, are the actions that are caused by the camshaft with regards to opening and closing the intake and exhaust valves. Ultimately, these events determine the power characteristics of an engine, because they control the amount of air/fuel mixture that the engine ingests at any given rpm, and they also control the flow of exhaust gases leaving the combustion chamber. Hopefully, Part 1 helped you to understand the processes involved in developing a camshaft design, so at this point we’re going to discuss the terminology that directly describes the physical parameters of the camshaft itself.


 

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27

Wrench Tip: Get a Jewelry Cleaner

by David Zipf

Cleaning small parts can be a real hassle.  If you’re rebuilding, say, a carburetor, with lots of little jets, needles, and pins and screws, it can be very easy to break or lose something.  Some parts refuse to come clean, even when scrubbed with strong solvents (brake calipers are a great example of this).  So what’s a car guy to do?


 

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12

Testing the AEM Electronics X Series Air Fuel Ratio Gauge: Part 1

by Mike Kojima

How do you make a really good air fuel ratio gauge even better?  Well that's easy, improve it in just about all measurable ways!  That's what AEM Electronics did with the new X-Series air fuel ratio gauge. The new X-Series gauge has a larger, easier to read display, is more compact and is easy to calibrate and the most interesting feature of all is its industry leading response time. 


 

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29

Extreme Engine Tech: Building the Ultimate K24 Part 1 The Cylinder Head!

by Mike Kojima

Modding late model Honda/Acura engines is somewhat problematic lately.  Take for instance the late model K series engine.  Once probably the best naturally aspirated inline four cylinder production engine by far, the K motor in it's latest variant, the K24Z7, is a neutered, decontented version of its former self.  Found in the current 2012 and up Honda Civic Si and the Acura ILX, the K24Z7 still boasts a decent 205 hp and 174 lb ft of torque. This is slightly better power and much better torque than the much acclaimed bone stock K20A2 that everyone knows and loves.

Can the late model K motor be saved?  We will give it a shot with help from the guys at Motovicity Distribution!


 

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Posted in: Magazine, Tech, Engine
27

Sneak Peek- A look Inside Mad Mike Whiddett's Radbul MX-5

by Mike Kojima

A few weeks ago we got to get a close look at the car that we think is perhaps the most radical and innovative drift car ever built, Mad Mike Whiddett's Radbul Mazda MX-5.  After a 5 year absence, Mad Mike is back on the US drift scene with a car built for today's exceedingly competitive Formula D environment. 


 

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06

Project GD STI: Getting More Power with Precision Turbo and Cobb Tuning! Part - 1

by Mike Kojima

Our STI has been driving around as a daily for two years now with all of the typical bolt ons.  It has been reliable at 318 whp with good driveability and fuel economy on regular pump gas, in other words a hassle free car that is very easy to live with.  Of course if good was enough, more is better and we could not leave good enough alone.


 

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05

The PTP Lava Turbo Blanket literally rocks!

by Pablo Mazlumian

We take the PTP lava turbo blanket and check out the temperature delta between the blanket itself and its surrounding components after a couple of 800 WHP runs. The difference is impressive!


 

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03

Extreme Engine Tech, Building a High Boost 2JZ-GTE with Brian Crower and JE Pistons-Part 1

By Mike Kojima

Building a 2JZ-GTE is not new on the pages of MotoIQ.  Pablo Mazlumian documented the building of a pretty healthy 2JZ in his Project Supra chronicles over the past couple years. We like the 2JZ powerplant.  It is a strong, robust powerplant capable of sustaining well over 1000 hp and has been competition proven in everything from time attack to drifting.  It is still quite a viable engine 23 years after it was introduced.


 

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01

Project 5.0 Mustang: Getting More Power and Durability with Ford Racing

by Mike Kojima

We have just about maximized the bolt on potential of Project 5.0 Mustang in our last installment with the addition of the Ford Racing Cobra Jet intake manifold.  Now, in order to attain still higher power levels from our engine, we will have to dive into the internals

We are big believers in the benefits of parts designed by factory engineers with factory technical resources for factory race programs.  Many of the parts we will be using for our build are straight from the Boss 302R Grand Am and Cobra Jet NHRA drag racing programs. Factory engineered and best of all factory validated and proven on the track is good enough for us.


 

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13

Project Focus ST- Making Power with Cobb Tuning!

by Mike Kojima

It's been a while since we have done much with our Project Focus ST but that is about to change.  In the past installments we worked on upgrading our car's suspension.  With the suspension done it's time to focus on other stuff.  What a bad pun.  The other stuff is going to be handled with the arrival of a big pallet of goodies from Cobb Tuning.

Our stuff from Cobb is mostly going to focus on getting more easy and plentiful bolt on power from the engine with their Stage 3 Power Package with a few other goodies to enhance the car's handling as well.  Man we cannot get away from these focus puns.


 

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28

Project 5.0 Mustang. Improving the Breathing With Ford Racing and Cooling with CSF

By Mike Kojima

In previous installments of our Project Mustang we had installed most of the common bolt ons for our 5 liter Coyote engine.  We had gotten a pretty decent boost in power but we had noted that our power would really fall off at higher RPM, more that what we thought a free breathing 4 valve motor should.


 

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24

Building the Ultimate Turbo Small Block Chevy-Part 1

by Mike Kojima

The Small Block Chevy is a dead outdated hunk of iron that is best left to old guys puttering around restoring muscle cars in their garages, or is it?

The venerable Small Block Chevy was first introduced to the motoring public in 1954 and was installed on the assembly line until 2003 and is still in production as a replacement motor.  This means that the good old small block has been around for 60 years, making it one of the longest lived and most produced engines of all time with over 100,000,000 being built to date.


 

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21

Supercharging the Nissan VQ35DE with Vortech!

by Mike Kojima

The Nissan VQ35DE in all of its variations is one of the best six cylinders on the market, light compact and smooth it has a lot of potential for modification. The VQ35DE and its variants in the VQ family is found in the G35 and 350Z.  Although the VQ is a nice performance engine, in the US market it is only available in naturally aspirated form.  Naturally aspirated limits your power, especially when you are talking about a streetable engine on pump gas. 

In our search for more power we decided to try another direction: supercharging.  For our test mule we used a G35 coupe which already had a lot of the basic bolt ons. To this we applied Vortech's bolt on intercooled VQ35DE kit.  The Vortech kit is a relatively easy bolt on and has the advantage that if installed exactly as is, it is a CARB approved 50 state legal system with an EO number.  This is a huge advantage if you live in California or any area that requires smog testing for registration.


 

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16

Sneak Peek: A Glance At Chevrolet's NASCAR Engine

by David Zipf

Let's preface this article with the following statement: Yes, we know MotoIQ's readership are not NASCAR fans.  But when we saw this motor sitting on a stand at the Chevrolet booth, we got intrigued.  It turns out while we weren't paying attention, NASCAR teams have been sneakily turning their stock cars into full blown racing monsters!  Chevy's NASCAR engine is really advanced, despite being limited by NASCAR's rules.  Tanner Foust and Papadakis Racing realized the potential of these NASCAR motors and slipped a TRD unit into Tanner's old and very controversial Scion tC.  Unfortunately the juiciest bits were hidden away, but we learned some rather interesting things while we looked around.


 

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14

Matt Powers and the AEM Infinity 58X LS Plug and Play System

by Mike Kojima

It's been a long time coming and we have been eagerly anticipating it but now its here. AEM has introduced a plug and play version of the Infinity ECU with a full wire harness to support engine swaps or to make switching to an Infinity ECU on a Chevy LS V8 powered car a piece of cake.


 

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10

 

It's All About the Zinc - High Stress Wear Resistance with Penrite Oil!

by Mike Kojima

We get a lot of oils and lubricants to evaluate at the MotoIQ office and for the most part we have had good results with the latest high quality synthetic motorsports oils that come across our desks and into the crankcases of our various race and project cars.  When it comes to quality oils we get pretty uniform results, clean burning, low deposits and good wear of the engine's internal components.


 

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31

Project VA WRX: Upgrading the Brakes with Stoptech Part 1 - Getting a Baseline

by Mike Kojima

Our Project VA WRX does not have the trick Brembo brakes that come standard on its big brother the STI.  It does however have brakes that would have been considered to be great just a few short years ago. Although the front and rear calipers appear to be pedestrian sliding calipers with two pistons on the front and a single piston for the rear brakes, the rotors are big. The front rotors measure in at 316mm in diameter and 28mm thick while the rear rotors are 288mm in diameter and 8.5mm thick. The pads are also large for OEM type calipers.


 

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24

Project 350Z- Building a New Engine Part 3

by Mike Kojima

In our last edition of Project 350Z we started to assemble our VQ35DE and got the bottom end pretty much done.  Now we finish off our engine and take it to Church Automotive Testing to get our factory ECU tuned using the UpRev Osiris tuning package.


 

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09

Project 350Z: Buidling a New Engine - Part 2

by Mike Kojima

When we last left off on Project 350Z, we were in the process of assembling a group of parts to enhance the durability of our project car.  As we stated before we were not looking at building the ultimate naturally aspirated VQ35DE but simply a more durable one that could hold up to a life of track days, drift days and stunt driving practice days. If we could get a little more power out of the engine while we were in there, all the better.


 

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13

Project 350Z: Building a New Engine - Part 1

by Mike Kojima

Our Project Z was a pretty good example of what a naturally aspirated VQ35DE could do. However, our  VQ had become old and tired. It was worn out from a lot of minimal maintenance street miles, track days, drift and professional stunt driving practice and had started to develop some rod knock.  Luckily we were able to stop before serious damage to the engine internals resulted.  However an engine rebuild was in order. 

Our objective in building this engine is not to build the most awesome NA VQ possible or even to get tons more power, but rather to perform an economic build to address some of the VQ's durability shortcomings, replacing stock parts when necessary with some good quality aftermarket bits.


 

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