Nicholas Betz posted on Tuesday, May 19, 2015 4:54 PM
by Nick Betz
There comes a time in a project build when you just have to throw everything out the window and rewrite your storyboard. Over the years we’ve been bolting on parts to Project E36 323is and not seeing the gains we were looking for. Sure it’s been fun but it’s time to make some real power. We had plans for an M50 manifold swap paired with M3 cams, bigger air meter, headers and throttle body but as the old adage goes, there’s no replacement for displacement, so that’s where our journey has taken us.
Mike Kojima posted on Monday, May 18, 2015 2:45 PM
Recently we were privileged to be able to take a look behind the walls of Garrett Turbochargers' research and development facilities. We were able to get an insider view of the intensive engineering inside a Garrett Turbo and viewed first hand what differentiates it from your typical aftermarket fare. We were very impressed by what we saw and we would like to share it with you by breaking some of what a World Class OEM supplier puts into the performance turbos any consumer can buy into easily digestible lessons that we will be presenting to you periodically. Perhaps the key part of any turbo is the compressor wheel. Let's look at what Garrett does to bring you one of the best compressor wheels on the market.
Mike Kojima posted on Thursday, April 23, 2015 2:48 PM
Way back when the third and final installment of this build was part of our best of 2010 series. It's still a great article presented here for you to check out one more time. Follow the links, read all three parts and enjoy!
When we last left the Technosquare crew, they had completed the stroker 4AG engine's bottom end and assembled the cylinder head. Now it was time for the engine's final assembly and installation into an AE86 time attack car.
Click Here for Part One
Click Here for Part Two
Mike Kojima posted on Thursday, April 16, 2015 9:00 PM
In our last edition of the building of Technosquare's monster Toyota 4AG, we mainly looked at the details of the bottom end. Now we will finish our tour of the bottom end and delve into the engine's cylinder head which is the heart of any high performance engine.
The 83mm x 83 mm stroker motor gives 1800cc. The 200 extra cc's makes a huge difference, fortifying the 4AG's notoriously narrow power band. The engine cranks out over 250 crank hp, more than the most highly developed Formula Atlantic engines of yore and 30 more hp than the previous 1600 cc version of this motor. Here it is, re released again for your reading pleasure!
Mike Kojima posted on Thursday, April 09, 2015 7:33 PM
Extreme Engine Tech: Technosquare's Monster Naturally Aspirated Toyota 4AG - Part I
by Mike Kojima
The Toyota 4AG is a historic engine, one that was essential in launching sport compact car culture in the USA. In 1985 the 4AG first rocked the automotive world. It was the standard engine in the Toyota Corolla GTS, the famed Hachi Roku AE86. The AE86 was the last of the RWD Corollas and Toyota made history by equipping it with the revolutionary 4AG engine. Not to be forgotten, the AW11 MR2 mid engine sports car was also powered by the 4AG.
Colin Holte posted on Tuesday, April 07, 2015 1:10 AM
In Part 1 of Size Matters, we went over the basic concept of sizing the turbo for the application and desired torque curve shape to match the intended use of the vehicle. You know, because a couple million people a year ask what size turbo they should get for their _______ (insert application here, i.e. car, motorcycle, boat, scooter, lawn mower, etc). Once everyone gets a bit more turbo savvy, they learn of the concept of boost from a small turbo does not equal boost of a big turbo. Well, we’re going to explain why.
Pablo Mazlumian posted on Sunday, February 01, 2015 10:53 AM
We've reached our power goal. Take a peak at how we did it, and be prepared for a smorgasbord of dyno graphs not only from Project Supra, but from other Supras and racecars tuned at Modified by KC as well!
Mike Kojima posted on Monday, August 11, 2014 1:19 AM
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.
Mike Kojima posted on Sunday, June 29, 2014 7:42 PM
When deciding the best way to power Daren McNamara's Formula D S14, Team Falken decided to plow into new territory with not just a turbo, but a turbo V8. Not your typical Chevy LS V8 either, but a blast from the past old school Small Block Chevy. In our last edition of building the ultimate Small Bock Chevy, we looked into the developments that had been made to the venerable 60 year old design to update it to modern standards, particularly the bottom end. In short, the improvements were mostly moving the cam upward to allow for more stroke and to shorten the pushrods for less flex, and a general beefing up of the lower end architecture to support today's power levels.
Mike Kojima posted on Sunday, June 15, 2014 1:10 AM
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.