MotoIQ Tech

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.


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The Small Block Chevy is a dead outdated hunk of iron that is best left to old guys puttering around restoring muscle cars in their garages, or is it?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


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.



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.


Demystifying the Camshaft: Part 1 - Valve Events

by Jonathan Spiegel

As we all know, the key to making power is to create pressure in the combustion chamber - and to create that pressure at the right time. This pressure works to drive the piston down in the cylinder and cause the crankshaft to rotate. The more air/fuel mixture you can get into the combustion chamber, the greater your potential for creating more pressure, and more power.


Extreme Engine Tech: Building a BMW S52 - Part 2: The Cylinder Head

by Nick Betz

If the engine as a whole is the heart of a car the cylinder head would be all the supporting parts that make the heart pump. Without the opening and closing of certain valves of the heart you can’t get blood to flow into the atriums and out the ventricles. Just like the heart, a cylinder head has multiple valves that need to open and close at specific times to get air in to and exhaust out of the combustion chambers to keep the engine pumping.  


Extreme Engine Tech: Building a BMW S52 – Part 1: The Short Block

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.


Lessons in Turbo Technology with Garrett!  Lesson 1 - The Compressor Wheel

by Mike Kojima

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. 


Extreme Engine Tech, Technosquare's Monster Naturally Aspirated Toyota 4AG - Part 3 (VIDEO INSIDE!

by Mike Kojima, Photos & Video by Jeff Naeyaert

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


Extreme Engine Tech: Technosquare's Monster Naturally Aspirated Toyota 4AG - Part 2

Extreme Engine Tech: Technosquare's Monster Naturally Aspirated Toyota 4AG - Part 2

by Mike Kojima

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!



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