by Dave Coleman
Experience teaches you a lot. Like why all car's aren't spray pained flat black, how long JIC coil-overs will last without any maintenance, and just how many wheel bearings one car can chew through. Do yourself a favor, read this and learn your lessons the easy way.
By Wes Dumalski
"Hey Brah, wutz it run in da quarter mile"
In the 6+ years of building this project this is the question we have gotten asked more than any other, sometimes it was asked in a less ghetto fashion, the fact remains that people wanted to know how fast the car could cover 1320'...
By Mike Kojima
At MotoIQ headquarters, it’s no secret that we love the EVO VIII. To us it’s one of the best-balanced all around car we have ever driven for any price. It has reasonable power with tons of upgrade potential for its well developed bulletproof 4G63 engine. The killer engine is one thing but the best thing about the EVO is its handling. The EVO just flat out rocks, there are very few cars that are so easy to drive hard at the limit.
Project Infiniti G20 Racecar - Roll Cage
By Martin Gonzales and Steve Rockwood
Accidents, the downers of all motor sport related activities, and reminders that things don't always go as planned. Though spinning out of control or taking Dukes of Hazard jumps are not part of anyone's dreams of racing glory, it doesn't mean shit has to happen before preparing for the worst..
By Jeff Naeyaert
The venerable Mistsubishi EVO is a known commodity in the tuning world. It seems that wherever you look you see EVO’s and it also seems, at least in our Southern California locale that a stock EVO is about as common as a Ferrari Enzo. The EVO IX was the final evolutionary development of the superb, destined to become a classic CT9A chassis which includes the EVO VII, VIII and IX. The features that define an IX are the changes made to the legendary 4G63 engine to make it even better than its predecessors.
In typical MotoIQ fashion we decided that our Ruck was going to need some help in the suspension, handling and brakes department before we increased the power to help keep things safe. We had almost rear ended cars due to weak brakes and ended up doing a flying W by hitting a water dip at 35 mph on the street. Although this sounds somewhat comical, it was not safe and had to be addressed
The SR20DE engine has been Nissans workhorse performance 4 cylinder for more than the last decade. Originally introduced in North America in the Infiniti P10 G20 and in Japan in the PS13 in 1990, the SR20 was designed as a performance motor from the beginning. Later in 1991 the SR was dropped into the venerable B13 Sentra SE-R and NX2000. The SR20 was carried over to the B14 200SX SE-R in 1995 and the B14 Sentra SE in 1998 as well as the P11 1998-2001 Infiniti G20. The 2000-2002 B15 Sentra SE was the last application of the SR20DE in North America.
As I try and breathe new life in to this never ending project I find myself reflecting on it's various states. From 3 10's and 1200 watts, to fart cans and drop springs, this car has seen more parts than a stock boy at Nopi.........
Project Nissan Sentra SE-R
By Aaron LaBeau
Our idea of a project car is one that can go fast, have even better handling characteristics, can bring things to a stop without any drama and be competitive on the racetrack. Back in the early/mid 90's finding a car like this was simple
Project Infiniti G20 Racecar - Intro/Gutting
by Martin Gonzales & Steve Rockwood
When life hands you lemons, you make lemonade. Life handed us a wrecked car (and a mild case of whip-lash), so we're making a race car! That pretty much sums up how we came to the idea of transforming the ultimate grocery getter into a formidable road racing machine. The manual transmission, multi-link front suspension, independent rear suspension and SR20 engine may have persuaded us a bit too.
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