Pros
New to the 2006 and newer 350Z models is the VQ35DE 3.5-liter V-6 powerplant that now pumps out a factory rated 300 hp. In previous models, the 350Z was recorded as delivering 287hp. Along with a revision in horsepower, the 350Z received some updates to the front bumper, headlights, front grille and a spiffy set of LED brake lights.
Cons
The trunk capacity within our roadster was laughable at best when measured in size (4.1 cubic feet). We were barely able to shoehorn a cardboard box without smashing it to bits.
Notes
The newer '06-'07 350Z VQ35DE engines are referred to as the "REVUP" engines, which produce a rated 300hp and 260lb-ft of torque. While Nissan markets the new and improved "Z" as receiving a gain of 13 more horsepower than its previous "287" (horsepower) models, they fail to mention that torque numbers were significantly affected as the numbers dropped from the previous 274 lb-ft to the present 260 lb-ft; a decrease in 14 lb-ft. of torque. With the aid of MotorDyne and AEM, we were determined to restore those lost numbers while increasing midrange torque and power-an area that's proven to be a valuable commodity both on and off the track.
Dyno 1: Baseline
Owner: Import Tuner
Dynamometer Model: Dynapack Dynamometer
Testing and Photos Scott Tsuneishi
Monday, May 21, 2007
Saturday, May 12, 2007
1998 Honda Civic EX
Owner: Damien Rodger
Dynamometer Model: Dynojet 248C
Dyno 1: Baseline
Pros
Civics have been the mainstay of Honda's lineup for a very good reason: They're affordable. Not only are they affordable, they're flexible. You can upgrade the existing powerplant or you can swap in a more powerful motor. The aftermarket has embraced this platform because there are so many variables that can be changed to make power. And the engine bay is pretty spacious, too.
Cons
Well, it's damned underpowered. Even though the single cam D16 motor has VTEC, it's just not the same as its DOHC VTEC brethren. Handicapped, perhaps, but you can still work with it.
Notes
This Civic has about 92k on the odometer but it's been driven kindly. We'll see what we can unleash under the hood.
Temperature
Air temperature @ 67 degrees Fahrenheit
Horsepower: 106.1
Torque: 94.0
Dynamometer Model: Dynojet 248C
Dyno 1: Baseline
Pros
Civics have been the mainstay of Honda's lineup for a very good reason: They're affordable. Not only are they affordable, they're flexible. You can upgrade the existing powerplant or you can swap in a more powerful motor. The aftermarket has embraced this platform because there are so many variables that can be changed to make power. And the engine bay is pretty spacious, too.
Cons
Well, it's damned underpowered. Even though the single cam D16 motor has VTEC, it's just not the same as its DOHC VTEC brethren. Handicapped, perhaps, but you can still work with it.
Notes
This Civic has about 92k on the odometer but it's been driven kindly. We'll see what we can unleash under the hood.
Temperature
Air temperature @ 67 degrees Fahrenheit
Horsepower: 106.1
Torque: 94.0
Thursday, May 10, 2007
1990 Honda CRX Si
Owner: John Chan
Dynamometer Model: Mustang Dynamometer
Dyno 1: Baseline
Pros
If you're into the old school, the Honda CRX Si would be a choice whip for street racing on a budget. Since its pedigree is practically identical to the EF Civic lineup, you'll find a myriad of aftermarket parts available to power up and customize your little rocket. Small and lightweight, the CRX was the chassis of choice among many of the import drag racing pioneers.
Cons
This particular model ran from 1988 until 1991. The model is becoming harder to find as many have been snatched up for racing or are simply aging and finding themselves in junkyards. Also, it's a really small car, so don't expect to fit much more than yourself and a passenger.
Notes
This particular car has been quite the workhorse, and it's seen its fair share of battles. The fact it has remained stock for all 192,000 miles is incredible. Equally amazing is it baselined at 97.2 hp and 100.7 lb-ft of torque. The motor is quite strong considering its age. Let's see how this old dog likes new tricks.
Temperature
Air temp @ 69.2 degrees Fahrenheit
Horsepower: 97.2
Torque: 100.7
Dynamometer Model: Mustang Dynamometer
Dyno 1: Baseline
Pros
If you're into the old school, the Honda CRX Si would be a choice whip for street racing on a budget. Since its pedigree is practically identical to the EF Civic lineup, you'll find a myriad of aftermarket parts available to power up and customize your little rocket. Small and lightweight, the CRX was the chassis of choice among many of the import drag racing pioneers.
Cons
This particular model ran from 1988 until 1991. The model is becoming harder to find as many have been snatched up for racing or are simply aging and finding themselves in junkyards. Also, it's a really small car, so don't expect to fit much more than yourself and a passenger.
Notes
This particular car has been quite the workhorse, and it's seen its fair share of battles. The fact it has remained stock for all 192,000 miles is incredible. Equally amazing is it baselined at 97.2 hp and 100.7 lb-ft of torque. The motor is quite strong considering its age. Let's see how this old dog likes new tricks.
Temperature
Air temp @ 69.2 degrees Fahrenheit
Horsepower: 97.2
Torque: 100.7
Wednesday, May 9, 2007
2005 Scion tC
2005 Scion tC
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Tuesday, May 8, 2007
Mitsubishi Lancer Evolution IX MR
Pros
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Sunday, May 6, 2007
Eclipse 02/02
The Eclipse RS is one of the most popular Mitsubishis on the road today. With many people opting for the radical new styling (as compared to the previous generations of Eclipse) but not wanting to pay the sticker price or the insurance liability for the turbo models, one can find the normally aspirated Eclipse RS around every turn and in every parking lot across the nation.
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
Eclipse 02/02
The Eclipse RS is one of the most popular Mitsubishis on the road today. With many people opting for the radical new styling (as compared to the previous generations of Eclipse) but not wanting to pay the sticker price or the insurance liability for the turbo models, one can find the normally aspirated Eclipse RS around every turn and in every parking lot across the nation.
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
The Engine
The 420A--it's the motor that Mitsubishi forgot. Well, sorta. The Little Engine That Could has long been pushed out of the limelight, relegated to stage right by the performance numbers of its big-brother engines (namely the 4G63 turbocharged motor). But with a median-level factory horsepower rating, 130 lb-ft of torque, and two liters of displacement, there is plenty to work with and plenty of room for improvement.
Performance Components
Everyone's favorite power adders, the intake and the exhaust system, make their debut here in the first part of our Power Pages session. The next logical step in the upgrade series would be a header to complement the faster and more voluminous air flow gained with the intake and exhaust.
Our intake of choice is the AEM Cold Air Intake. The tubing for the intake is constructed of lightweight aluminum, lighter than most comparably-sized plastic intakes on the market today. All of the connections from the tube to the mounting brackets are TIG welded for maximum strength, even under the most extreme of engine flexing conditions. The tube length and diameter are matched to each vehicle's specific rpm and powerband to extract the maximum horsepower and torque throughout. The specialized powdercoating on the tube facilitates easy cleaning and protection from the elements and comes in a choice of three finishes to match your other underhood accessories.
The exhaust tested comes to us complements of A'PEXi in the form of their World Sports system. According to A'PEXi, the World Sport series is designed with a real-world daily driver in mind. Styling and ride comfort converge with performance and a street-driven engineering ethic to produce the complete cat-back system, and the end result looks good. Made with a polished stainless steel muffler canister and piping coated with a high-tech anti-corrosive paint, the system is sure to last under the extreme conditions it is subject to in the vehicle's undercarriage.
GReddy's stainless steel header also makes its appearance underneath the hood of our test vehicle. Each GReddy header is engineered with car-specific runner lengths to insure maximum performance gains. The header primaries are large to allow the best exhaust pulse discharge without losing valuable low-end torque, but are also kept within certain parameters to prevent exhaust gas reversion, caused by primaries that are too large for the engine's output. Flanges are cast and then welded to the mandrel bent runners and the final product is polished to brilliant shine. The header is separated into two pieces to facilitate installation ease and bagged with the appropriate gaskets, nuts, and bolts.
Dyno Testing
We strapped the car to the AEBS in-ground Dynojet and fired it up. Baseline pulls were the first order of the day, and those netted us a respectable 113.0hp with 112.9 lb-ft of torque to scoot the coupe along.
After waiting for the underhood temperatures to drop, we installed the AEM Cold Air Intake with the Air Bypass Valve inline. Installation was quite easy, with the most difficult part of the venture being the installation of the air bypass valve. This required a straight cut with a circular saw and the appropriate textured blade, followed by meticulous cleaning of the remaining metal shavings from the intake pipe. No cutting was required in the undercarriage area and the bumper did not need to be removed. In addition, AEM engineered the filter to be positioned at an opening in the factory bumper; all that was needed was removal of two clips and the filter was exposed to a direct blast of oncoming air. With all the parts in place, the dynamometer revealed that power output jumped to 115.7hp, with the torque increasing to a surprising 117.8 lb-ft.
Next in line was the A'PEX World Sport Exhaust. Again, we allowed the car to cool off before attempting the installation. Unfortunately, the ambient air temperature rose quite a bit and seemed to hinder the acquisition of larger horsepower gains. Still, the entire graph was shifted in an even, upwards direction by adding the exhaust, with the most prominent gains seen in the 5500rpm to 6800rpm range (where you probably need it the most. Torque also rose consistently throughout the powerband, but was divided into a considerable gain from 2500rpm to 4000rpm and another from 5500rpm to 7000rpm. Peak numbers don't accurately reflect the overall usable power, due to power spikes in the baseline reading, but the numbers still reflect a decent gain; 116.8 peak hp with 118.9 lb-ft peak torque.
Next, we got to work on installing the GReddy header. Installation was a snap due to the two-piece construction. After firing up the car and checking for any possible leaks, we warmed the car up to normal operating temperature and made the final pulls on the AEBS dynamometer. Examining the graph showed us of a shift in the powerband at exactly the midrange--from 3500rpm to 4500rpm. The rest of the powerband shifted up slightly over the efficient intake and exhaust numbers. At the same horsepower sweet spot there was a considerable increase in usable torque, with another gain at the higher rpm range. Peak horsepower checked out at 117.2hp with peak torque ending at 121.6 lb-ft.
Conclusion
As you can see, there is definitely power to be made from the 420A motor. More importantly, it would be best to exploit the motor's strength, and that lies in the amount of available torque. It's quite uncommon for a small displacement 4 cylinder motor to produce as much torque as it does horsepower, but the 420A seems to be playing on this uncommon situation
Saturday, May 5, 2007
Power Pages - Mitsubishi Lancer Evolution IX MR
New for all 2006 Lancer Evolution models is the Mitsubishi Innovative Valve timing and Electronic Control (MIVEC) system, which adjusts the intake valve timing for optimal combustion, resulting in more horsepower and torque. The 2.0-liter DOHC intercooled-turbocharged 4G63 engine was tuned to deliver maximum power and improved engine response, now generating 286 hp and 289 lb-ft of torque. With numerous updates on the EVO IX including a revision in the turbocharger's compressor housing, and an exhaust system that offers improved flow, the Evolution is truly a race-bred-rally car built for the streets.
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Cons
The car comes with a shitty looking radio. That's pretty much the only fault the EVO is credited with when it comes to complaints. In all honesty, we didn't find much else to complain about the MR besides a thirsty engine that consumes fuel like a drunken sailor and a rather suspect clutch setup from the dealership that was destined to fail after hard driving on the 6-speed setup.
Notes
With 1100 miles on the odometer, the EVO IX was freshly broken in and ready for the operating table. The owner of the EVO specifically requested 2NR to locate and use products that were vehicle friendly and didn't hurt the overall performance of the vehicle. We decided to test products that were often overlooked by EVO MR owners, as simple bolt-on parts that could net your EVO to more than 300 wheel hp in less than a day's time. With the EVO strapped to the dyno, the MR managed to squeeze out 257 hp and 252 lb-ft of torque to the wheels.
Owner: Jeff Mall
Dynamometer Model: Dynojet Dynamometer
Testing and Photos: Scott Tsuneishi
Dyno 1: Baseline 2006 Mitsubishi Lancer Evolution IX MR
PEAKHP 257.7 / PEAKTQ 252.3
Friday, May 4, 2007
2005 Scion tC Power Page
2005 Scion tC
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Owner: Drag Pro
Dynamometer Model: XS Engineering Dynojet
Dynamometer
Testing and Photos: Scott Tsuneishi
PROSPowered by a 2.4-liter power plant, our initial baseline run netted 140.5 wheel hp on the factory rated 160hp engine. The vehicle we tested for this power page was equipped with a full factory-upgraded TRD package. The TC was outfitted with 18-inch optional wheels, TRD add-on lip spoiler for the front and rear and a TRD wing.
CONSWith the luxury of possessing more torque than horsepower, thanks to the large displacement engine, the Scion's rpm band seemed rather short with a disappointing 6500 rpm redline. Equipped with a set of 18-inch rims hurt our dyno numbers ever so slightly, but for the record, it's a fact that most import enthusiasts sport 18's on their rides today.
NOTESScion's aggressive campaigning for the import youth market has paid-off well for their parent company, Toyota. Who doesn't love an economical vehicle that's easily affordable straight out of college?
TEMPERATUREAir temperature: 74.5 degrees Fahrenheit
Thursday, May 3, 2007
Power Pages - Honda Fit
The Honda Fit models sold in the U.S. are equipped with a 1.5-liter, SOHC, 16-valve 4-cylinder VTEC engine that generates 108 horsepower and 105 lb-ft of torque. While horsepower numbers are nothing to brag about to your friends, the Fit has quickly established itself as the new cult icon among Honda enthusiasts around the world. Boasting amazing 38mpg fuel efficiency, this mild mannered sub-compact vehicle is often the debate of whether it's a family car or performance vehicle. With the increase in popularity among the Honda Fit, we found it only logical to perform a Power Page test to see how the newest Honda would respond with some aftermarket bolt-on components.
Cons
Found within the internal workings of the Fit engine are numerous friction-reducing technologies that include roller bearing tipped rocker arms, a low-friction timing chain tensioner, molydebenum-coated piston skirts and an offset crankshaft/connecting rod design. This all adds up to improved gas economy and engine longevity, but for those who think the Fit is some rocket ship built on four-wheels are in for a big disappointment. The 1.5-liter displacement is a definite thorn in the Achilles heel for the Honda Fit. The lack of displacement, power and torque can often be frustrating, especially when coming face to face with a K20-powered Civic that decides to punk you, as you helplessly drive along in frustration.
Notes
With 4,000 miles on the odometer, this Honda Fit served as the perfect candidate in receiving some much-needed horsepower.
Dyno 1:
Baseline
2007 Honda Fit
PEAKHP 91.4 / 88.1 PEAKTQ
Cons
Found within the internal workings of the Fit engine are numerous friction-reducing technologies that include roller bearing tipped rocker arms, a low-friction timing chain tensioner, molydebenum-coated piston skirts and an offset crankshaft/connecting rod design. This all adds up to improved gas economy and engine longevity, but for those who think the Fit is some rocket ship built on four-wheels are in for a big disappointment. The 1.5-liter displacement is a definite thorn in the Achilles heel for the Honda Fit. The lack of displacement, power and torque can often be frustrating, especially when coming face to face with a K20-powered Civic that decides to punk you, as you helplessly drive along in frustration.
Notes
With 4,000 miles on the odometer, this Honda Fit served as the perfect candidate in receiving some much-needed horsepower.
Dyno 1:
Baseline
2007 Honda Fit
PEAKHP 91.4 / 88.1 PEAKTQ
Wednesday, May 2, 2007
Customize Motorwurkz
Customize MotorWurkz
Specializing in Euro/Domestic/Import Performance Parts
Wheel & Tires / Car Audio / Suspension / Window Tinting
Customize MotorWurkz
41601 Albrae Street
Fremont, CA 94536
510-226-8652
A new shop Located in Fremont, CA specializing in all your needs for Import, Domestic, and Euro cars.
Specializing in Euro/Domestic/Import Performance Parts
Wheel & Tires / Car Audio / Suspension / Window Tinting
Customize MotorWurkz
41601 Albrae Street
Fremont, CA 94536
510-226-8652
A new shop Located in Fremont, CA specializing in all your needs for Import, Domestic, and Euro cars.
Tuesday, May 1, 2007
Smog Test Only Station
One of SRO's own "Smog Tech" on the forums has his own Smog Check Station. I'm pretty proud of him, going to school for so long and then sticking with what he wanted to do. As most of you know California has some super strict laws these days. If your car is over 5 years old, you may have to go to a "Test Only" smog station.
A Test Only station can only dyno test your car on the smog machine. They are not allowed to work on your car if it fails. If your car fails the first time, V will hook you up and let you come back to retest it. Most smog places will charge half for the 2nd test. So if your car needs a "Test Only Smog" come on down and give him your business.
JUST SMOG TEST ONLY
909 C West A Street
Hayward, CA 94541
510-293-9801
A Test Only station can only dyno test your car on the smog machine. They are not allowed to work on your car if it fails. If your car fails the first time, V will hook you up and let you come back to retest it. Most smog places will charge half for the 2nd test. So if your car needs a "Test Only Smog" come on down and give him your business.
JUST SMOG TEST ONLY
909 C West A Street
Hayward, CA 94541
510-293-9801
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