Mike Kojima posted on Monday, September 21, 2015 5:11 PM
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.
Mike Kojima posted on Monday, September 14, 2015 12:04 AM
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.
Nicholas Betz posted on Wednesday, September 02, 2015 3:34 PM
by Bart Hockerman
I was honestly very intrigued when I read the article here on MotoIQ about the development of the Fluidampr Crankshaft Damper. Seeing the dyno charts showing improvement in power and torque on a Stock FR-S and having a pulley/damper that should reduce harmonic engine stress on the engine would be the hot ticket. It really almost looks too good to be true.
Martin Gonzales posted on Sunday, August 16, 2015 6:47 PM
In this latest installment of Project E39 M5 we will be outfitting our M5 with a set of KW V3 coilovers. We will not only be giving you our usual evaluation, but will also be spending some time explaining our basic theory of basic shock adjustments. It's no secret the grand majority of the MotoIQ staff are huge proponents of KW Suspension's products. Either from personal experience in their own cars or from simply test driving one of our KW equipped project cars. I fell in the latter category.
Mike Kojima posted on Thursday, June 18, 2015 12:03 AM
Not so long ago we evaluated HKS's new Max ST coil over suspension system on a Honda AP2 S2000. The S2000 is a pretty decent handling car from the factory that is pretty suspension sensitive, the AP1 in particular has a lot of toe change with suspension moment and some wonky suspension can make it quite a handful.
For our next evaluation we decided to try the other HKS coilover in the lineup the Max GT damper. While the Max ST is calibrated for the serious driver being set up like a hard core street and or weekend warrior track day shock, the GT is made for a mildly performance oriented driver that wants to lower their vehicle with a decent ride and have handling that is a step up from stock but with little sacrificed in the way of ride comfort.
Mike Kojima posted on Thursday, June 11, 2015 4:53 PM
We have been working with Motovicity for the last few weeks to demonstrate the building of a potent Honda K24Z7 motor, built completely from in stock and off the shelf parts available from Motovicity themselves. We chose the K24Z7 as it is currently the OEM engine for the Civic Si and is relatively difficult to modify due to it's emissions bound cylinder head. Our goal is not to build a dyno queen or a drag motor but to build a strong K motor all from off the shelf parts with the intention of getting the most power possible on pump gas with the widest most useable powerband.
In the last two editions of our series we focused on the cylinder head and bottom end of our K24Z7. We swapped to an earlier model K20Z3 head to get Vtec on the exhaust side and and removable exhaust manifold and installed Skunk2 camshafts, Kelford valvesprings and Supertech valves better suited for turbocharged use. For the bottom end we added lower compression JE pistons and stronger K1 rods, removing the problematic balance shafts while we were in there.
Now it's time to finish off our motor.
Nicholas Betz posted on Monday, June 01, 2015 6:24 PM
With the arrival of the BRZ/FR-S platforms here in the Autocross world they have taken hold as cars to have and enjoy. Everyone saw that the twins with very minimal preparation could do the job as good as or better than many cars that have had years of time money and tuning to the rules of the STX class.
Mike Kojima posted on Monday, March 30, 2015 12:38 AM
The guys at Motovicity have been singing the praises of HKS's new Max IV coilover systems to us for a while. While we have generally always been impressed with HKS's tidy OEM like engineering, it was a while since we had experienced their coilovers. In the early 2000's we had tried some of the original Hipermax suspensions on a few of our cars and although we found them to be of high quality and smooth riding, they did not have enough spring rate and damping for serious performance with big sticky tires and especially track use. We sort of regulated the brand as nice for street use only and looked toward other places for suspension for our projects.
Fast forward 10 years and 4 generations of Hipermax suspension later, plus Motovicity's raving about them made us eager to get our hands on the Hipermax or Max 4 suspension system for another review.
Dave Zipf posted on Wednesday, October 01, 2014 5:29 PM
by David Zipf
Most CR-V owners will go to their nearest dealership or trusted mechanic’s shop and get whatever brake deal is being offered. But this is MotoIQ…why would we put boring old Honda or off-brand parts on one of our cars? Besides that, the plan for this CR-V was to be a useful trucklet. It needed to be able to go off-road, haul people, drive cross country, and tow small trailers. With that in mind, it seemed prudent to install something better than what Honda originally gave the car. Civics and Integras are popular platforms and have a seemingly endless supply of brake options. The CR-V? Not so much. Luckily EBC came to the rescue.
Pablo Mazlumian posted on Monday, September 22, 2014 3:57 PM
In Part 1 we gave you tips on how to make an older car a keeper with simple, universal upgrades that can add better performance and fuel economy to any ride. This time we finish up the two-part series with parts that add safety and further enjoyment. Honest.