2025 HALTECH HERO OF THE YEAR

Ladies and gentlemen, automotive enthusiasts, and gearheads from around the world, the moment we’ve all been eagerly awaiting has arrived – presenting our Haltech Hero of the Year for 2025

MAD MIKE’S MAD MAC!

Mike’s rotary creations have been strong contenders in several of the past Haltech Heroes competitions, but this is his first time taking the top spot.

Congratulations also to our runner-up, Blaine Johnson with The Super Dart, it was an epic battle that went right down to the wire!

Over the past twelve months, we’ve witnessed these extraordinary cars, each with its own unique story and exceptional modifications, vying for the coveted title. Get ready to embark on a thrilling journey through automotive excellence as we unveil this year’s contenders and celebrate the relentless spirit of innovation in the world of high-performance vehicles.

STEVE’S AUDI QUATTRO

Steve Cox from F40 Motorsport has created this work of art. His tribute to the Group B Audi Quattro. This machine was built with one purpose in mind: Singing the five-cylinder song of its people as it scrambles for grip on the loose gravel roads around New Zealand’s lush forests. And Steve does exactly that at every available opportunity. READ MORE ABOUT IT HERE

JASON’S FORD CORTINA

Jason Waye’s Sports Sedan is far from an average Ford Cortina family car. Sporting an RB25 and PPG sequential gearbox nested inside the cabin of a full tube racecar, this thing is built to turn laps. READ MORE ABOUT IT HERE

BLAINE’S DODGE DART

With the drag racing pedigree that’s pumping through Blaine Johnson’s veins, it’s no surprise that this 4000HP, Noonan Hemi-powered, Pro257 Dodge Dart is one wild bit of gear. READ MORE ABOUT IT HERE

NATHAN’S CADILLAC ECTO-1

Nathan Clark, the President of Haltech and a self-professed “car nerd,” has a deep passion for movie cars. He proudly possesses a replica DeLorean from Back to the Future in his collection – and was fortunate enough to bring another of his childhood icons to life with this supercharged LS replica Ghostbusters Ecto-1. READ MORE ABOUT IT HERE

JASON’S NISSAN SKYLINE R31

Jason Ferron’s super-unique Haltech-equipped Ford Barra-powered Nissan Skyline R31 Wagon delivers 900 horsepower, with turbo boost and a rev range extending up to 8500 RPM, making it perfectly suited for the demands of drift racing. READ MORE ABOUT IT HERE

ANTHONY’S “THE DON”

Anthony Maatouk is the genius who gave us “The Don,” Australia’s first 5-second RB, and “VL God,” the fastest VL Commodore ever. READ MORE ABOUT IT HERE

MAD MIKE’S MCLAREN

This isn’t your average McLaren—it’s a drift machine powered by a rotary engine, redefining the limits of motorsport. Mad Mike, inspired by Bruce McLaren’s legacy and their shared New Zealand heritage, transformed this McLaren into his dream drift car. READ MORE ABOUT IT HERE

The Haltech Heroes competition is open until Friday 31st of January 2025 (AEDT). The winner of the iC-7 dash will be notified by email by Monday 3rd of February 2025. Duplicate votes will not be counted.

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Anatomy of Speed: Nathan’s Supercharged Ecto-1

Welcome to Haltech Heroes, where we celebrate masterminds of mechanical marvels and wizards behind the wheel.

These are the drivers, builders, and enthusiasts whose blood bleeds Haltech yellow instead of red. From record-breaking rides to show-stopping creations, we’ll showcase these incredible Haltech-equipped machines and the innovative minds that bring them to life.

But the story doesn’t end there. YOU get to crown the ultimate Haltech Hero, and in doing so, you could win an iC-7 dash! – Voting is now open. VOTE FOR NATHAN’S ECTO-1 HERE

Nathan, the President of Haltech and a self-professed “car nerd,” has a deep passion for movie cars. He proudly possesses a replica DeLorean from Back to the Future in his collection – and was fortunate enough to bring another of his childhood icons to life with this replica Ghostbusters Ecto-1.

When Nathan first acquired the car, he described it as needing suspension work, shocks, brakes, brake pads, lining, steering box, transmission, rear end, possibly new rings, as well as mufflers and some wiring. Instead of tackling each of these issues individually, Nathan decided to undertake a complete body-off restomod.

Before delving into the specifics, let’s rewind to 1959 when Cadillac was producing these Miller-Meteor ambulances. By day, they served as ambulances, and on less fortunate occasions, as hearses. These Cadillacs were equipped with a robust 390ci 300hp V8 engine paired with automatic transmission.

Fast forward to the early 1980s when they used this Cadillac to chase ghosts around New York City. Back then, 300hp was more than sufficient for their needs. However, today, over 40 years later, the 390ci V8 engine just didn’t measure up. Nathan made the decision to propel it into the 21st century with modern gear and technology.

Which V8 engine is iconic in restomods? GM’s legendary LS, of course! This beast is powered by a 6.2L Gen IV LS3, but it’s more than just that—it’s a fully built motor. Featuring Boostline conrods, JE pistons, and topped with a Harrop blower, specifically the TVS2300, it generates 10 pounds of boost with its pulley setup, delivering around 550hp at the wheels. This power is well-suited to propel the hefty three-ton vehicle with agility and considerable speed.

To keep it fueled, there’s a Walbro 525 fuel pump supplying fuel to the fuel rails. Additionally, it features a Turbosmart FPR1200 fuel pressure regulator and a flex fuel sensor installed in the return line. Fuel delivery is handled by a set of Bosch 1000cc injectors tuned via the Rebel LS engine management system.

The Rebel LS engine management system controls various devices at the front, including the water pump, power steering pump, AC compressor, and a variety of sensors. 

Also, at the front of the engine bay, you’ll find one of the three PD16 Power Distribution Modules. The PD16 receives direct battery power and is connected via a CAN cable to the Rebel LS ECU. Think of it as an expander, but it serves a much broader function: eliminating the need for fuses, relay boxes, and reducing overall wiring complexity. The PD16 controls the switching of the electronic power steering pump, the blower heat exchanger pump, the thermo fan, headlights – high beams, indicators and parkers.

In the cabin, front and center, you’ll find a uC-10 10-inch digital dash featuring a triple gauge display. It shows essential metrics such as speed, boost pressure, engine RPM, as well as critical parameters like oil pressure, transmission temperature, coolant temperature, and inlet air temperature. The uC-10 is integrated seamlessly into the CAN network, with just four wires connecting it to receive information from the Rebel LS engine management system and PD16s. 

“The love from Ghostbusters definitely derived from the car itself. I don’t think there’s a Ghostbuster movie without the Ecto in it. It’s what drew me into the series of the movies.” 

“I’m pretty confident this won’t be the last restomod movie car that I build. I have some other ideas in mind, but you’ll just have to wait and see what they are.”  

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What’s so special about the LS?

How many times have you heard the term “LS-swap”? What is it that makes GM’s LS-series engines so popular with drag racers, hot-rodders, drifters, modders and tuners alike? There has to be a reason this particular engine is so many people’s favourite.

Back in January 1995, the LS was introduced as a “clean sheet” design by Chevrolet, and since then, the LS series of engines has been the firm favourite performance engine in OEM applications, and as the ever popular LS-swap.

The History

While Chev certainly didn’t invent the V8 engine, the classic Small Block Chev was, and still is, such a popular engine, that the brand is almost synonymous with the term V8. Chev took the literal decades of knowledge learned in producing the Small Block Chev and applied that to the LS.

However, there wasn’t much carried over from the old V8 to the new. Basically, rod bearings, lifters, and bore spacing are about the only things the two engines have in common. 

The LS was first introduced in the 1997 Corvette, and since then GM has been shoving them in every vehicle they could. From trucks to Camaros, and everything in between including the Australian-made Holden Commodores.

That means there’s plenty around, they’re not that expensive (but the price is on the rise), and there’s a whole lot of after sales support for them. 

Engine Overview

Let’s start with the block. The lower section of the LS is a “Y-Block” design, and incorporates deep side skirts, along with 6-bolt cross-bolted main bearing caps. There are four vertical bolts, and then two horizontal bolts that clamp the block wall to the main cap.

This is what the engineers at GM call snap-fit cross-bolt design, and it provides really good crankshaft and block rigidity. So, the bottom end’s pretty strong – throw a set of performance rods and pistons at it, and you’ll be golden. 

To keep the cylinder heads on this thing, Chevy uses extra-long head bolts that thread deep into the block, minimizing cylinder bore distortion and variation in the head bolt torque spec. This creates a really strong and rigid structure, which can support high power mods.

Next, let’s take a look at the heads. The stock aluminium heads are actually really good. From the factory, they’ve got nice open ports, which permits high air-flow, allowing performance that was previously only possible with aftermarket cylinder heads.

The best part about these free-flowing heads is they respond really well to boost –  and we all love boost!

The LS is a relatively small and light engine. This is largely thanks to its old-school pushrod design.

Most modern performance engines utilise an overhead camshaft design which can certainly help the engine breathe, however it adds extra height, weight, and complexity, especially when the engine is in a V configuration.

If we take a look at something like the Ford Coyote engine, or even Toyota’s 1UZ, the top of the LS is much more compact in design.

This is the reason why they’re so popular for engine conversions – they fit in just about anything! And we do mean everything!

Should you get one?

The answer is most certainly yes! If you want to make good power, good torque and fit it in most engine bays, you really can’t go past an LS. Sure you’ll cop a few “not another LS-swap” comments, but hey, your car will be running and theirs probably won’t be!

Which variant should you use?

It all depends on what you can get your hands on and what you are planning to do with it. Any variant of the LS is a pretty safe buy and should give you a good platform for making plenty of safe, reliable power.

There’s huge aftermarket support for the LS series and most parts like cranks, rods, pistons, camshafts, stud kits and gaskets are available off the shelf and overnight.

Things to look out for when buying your LS engine

Lifter problems seem reasonably common and are normally seen in older engines, engines with a high-lift camshaft, or engines that have been thrashed without regular servicing. If you hear an odd top-end knock mixed with a weird squeak, the engine needs attention.

Check the oil pressure first (to make sure its got some!), if it has oil low pressure, odds are the engine needs a set of lifters. Get onto this quickly, that noise is metal-on-metal carnage and it will be doing damage!

Tuning Options

When it comes to LS tuning, Haltech has got you covered! Doing an LS swap has never been easier with Haltech’s Rebel LS ECU terminated engine harness kit.

All your factory connectors are labelled, crimped and terminated at exactly the right lengths. The kits also include the appropriate breakout harnesses and all the connectors needed to get you up and running.

Start-up is a breeze thanks to the new LS Set-up Wizard in our NSP software, or via the new Haltech Connect App.

Haltech-controlled LS cars have been successful in various types of motorsport from Drag Racing, Circuit and Time Attack to Drifting.

Rebel LS Kit – Suits Cable throttle, EV1 Injectors, Manual Transmission
Supplied with: Rebel LS ECU, Main Harness, Throttle Breakout Harness, Injector Breakout Harness, Transmission Breakout Harness, Knock Sensor Breakout Harness, O2 Sensor and hardware kit, Air Temp Sensor and weld-on bung, Ring terminals with insulator boots

Rebel LS Kit – Suits 6-pin DBW, EV6 Injectors, Manual Transmission
Supplied with: Rebel LS ECU, Main Harness, Throttle Breakout Harness, Injector Breakout Harness, Transmission Breakout Harness, Pedal Adaptor Harness, O2 Sensor and hardware kit, Air Temp Sensor and weld-on bung, Ring terminals with insulator boots

Order Gen III Kit

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Haltech World Cup Finals 2023

What is World Cup Finals? It’s a unique racing event unlike any other in vision and scale. It features top-notch track prep, ideal environmental conditions, and intense competition that keeps racers and fans on the edge of their seats throughout a five-day event. It’s a premier ¼ mile drag racing competition with cash prizes exceeding $200k, attracting competitors and fans from around the world.

The 27th annual 2023 Haltech World Cup Finals Import vs. Domestic, presented by Wiseco, began on Wednesday, November 1, 2023, and continued until late on Sunday, November 5, 2023, at Maryland International Raceway. This year’s WCF event drew over 350 racers and a sell-out crowd of nearly 60,000 spectators who traveled to rural St. Mary’s County, Maryland for the show.

The highly competitive Mickey Thompson Outlaw vs. Extreme class features a collection of the fastest cars on the property including the “Blackberry Rocket” driven by Mark Benston Jr. from Selbyville, Delaware. Benston and his team accomplished an impressive feat by resetting the Outlaw Drag Radial ET world record not once, but FOUR times during the weekend!

Initially struggling with the track during qualifying, the Benston team was determined to complete a pass in Q5. Given the highly competitive field, a 5-second qualifying time was essential. The OvE class, the fastest in World Cup Finals history, demanded a flawless pass just to make the show.

During the final qualifying session, Benston’s Nexus R5-equipped, turbocharged Big Block Chevy-powered ’02 Camaro set a record-breaking 5.752 at 254 mph, earning him the 3rd spot on the qualifying sheet but sacrificing an exhausted engine block in the process.

On Race Day Sunday, the team was rebuilt more confident than ever. The car performed exceptionally, consistently improving throughout the eliminations. After securing a first-round win due to an opponent’s breakdown, Benston clocked a remarkable 5.733 at 254 mph in round two, moving on to the semis and setting another world record.

In the semi-finals, he delivered another record-setting run of 5.713 at 252 mph, securing a spot in the finals. There, Benston defeated Street Outlaws star John “The CEO” Odom with a monumental 5.697 at 254 mph pass, not only winning the event but also pushing the world record into the 5.6-second territory for the first time ever.

One of the event’s most exciting stories was WCF newcomer, Ryan “Speedy Peedy” Pederson, making an impressive journey to the Stick Shift finals. In his first appearance at the World Cup Finals, Pederson demonstrated remarkable skill by outperforming several veteran teams, including the class sponsor, Grannas Racing, and their renowned Orange MKIV Supra. Ultimately, he faced Garrett Mitchell, aka “Cleetus McFarland“, in the finals. Although Pederson started strong, a mechanical issue mid-track took the wind out of his sails and his posted time of 7.563 was fast but not enough to defeat Cleetus’s 7.325.

JPC Racing Street Fighter boasts a wide variety of entries, from Mustangs and Supras to a Lamborghini and even a Cadillac. However, the preferred power adder in this class is boost, as demonstrated by Adam Arndt. He blazed a trail with an impressive 6.825 @ 185 mph run in his Procharged, Haltech-controlled Mustang, securing the top qualifying spot.

Always a dark horse, the Connelley Racing team introduced their #BuiltInABarn Fox Body Mustang, the only entry-huffing nitrous. After several converter adjustments, the Connelley team managed to secure a hard-earned 4th place in the late stages of qualifying. In a 16-car class with less than half a second separating them, there were no easy races.

As Sunday arrived and eliminations progressed, an All-Mustang final emerged between Jon Lund’s ’11 and Martin Connelley‘s ’90. The former bested the latter with a 6.792 at 209 mph, and Martin and his team graciously accepted the first runner-up position.

The 2023 Haltech World Cup Finals, presented by Wiseco, witnessed intense competition among some of the world’s top drag racers, leading to the crowning of new champions in 11 categories. Congratulations to all participants! If you couldn’t attend the Maryland event, be sure to mark your calendars for next year.

For additional results and information about next year’s event, please visit the World Cup Finals: Import vs. Domestic website.

BONUS IMAGE GALLERY

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Now available for Android and iOS: Haltech Connect App

Are you ready to Connect?

Who wants to carry a laptop around with them all the time? Not us! That’s why we’ve released the new Haltech Connect App.

The Haltech Connect App enables you to connect wirelessly to and interact with, your Haltech Nexus ECU or VCU via your smartphone or tablet.

Want to receive updates about the Haltech Connect App?

Stick your email in the box below, and we’ll keep you updated with all the latest Haltech Connect news.

Anatomy of Speed: Mitch’s Blown LS Nissan Silvia S13

VOTE FOR MITCH’S S13 TO WIN THE 2023 HALTECH HERO OF THE YEAR HERE

Mitch Pullen, an upcoming Aussie drifter causing havoc with his not-so-average Nissan Silvia S13. We had the chance to have a chat with him to discuss the elephant in the room… and by elephant, we mean the massive blower protruding through the bonnet. 

Here in Australia the S13 is synonymous with drifting, they’re usually powered by an SR20, 1JZ, 2JZ, or a naturally aspirated LS, but not this thing…

Mitch originally bought the S13 with the intention of turning it into a sport sedan circuit car, however, he quickly learned that circuit racing is rather expensive, and without the budget needed to facilitate his plans, the car sat and collected dust for about eight years.

Mitch owns a business called Pullen Spec Engines that specializes in Chevrolet’s LS platform, so it is no surprise that one of the venerable V8s has ended up powering the S13.

However, he didn’t want it to be just another LS-swapped S-Chassis, he wanted it to be something special, so dusted off an old 8-92 supercharger from a two-stroke Detroit Diesel truck engine that he just happened to have lying around (as you do) and mated that to the LS Dart block he had ready to go. 

Mitch has a Haltech Nexus R5 running a very trick injector setup on this thing,  along with dual drive-by-wire throttles top. That gives him that old-school look, but with modern technology that allows the engine to spin right up to a whopping 9000 rpm! We recommend watching the video to learn more about how that setup works. It is very cool. 

Speaking of cool, how cool is the exhaust system, with its eight-into-one headers that wrap around the front of the engine and stick out of the bonnet?

The drivetrain consists of a side-shift G-Force transmission, H-pattern four-speed, Quarter Master NASCAR style clutch with a Winters Quick Change diff – Meaning Mich can swap gear rations out for different tracks, within a mere three minutes. 

As we mentioned, this beast is equipped with a Nexus R5 VCU, but that’s not where the Haltech goodness ends. It also runs an iC-7 display dash, an 8-button CAN keypad, a TCA-8 eight-channel thermocouple amplifier, and is packed with a bunch of sensors.

Becoming more and more common with drift cars, a PWR radiator can be found in the boot of the car to help balance out the weight from front to back. An electronic water pump, breather tank, cooling system, and a four-gallon dry sump tank can also be found in the rear of the car.
Helping out with the weight distribution, a 40L fuel tank filled with E85 sits snugly in the back.

Want to see and hear this thing in action? The next event Mitch is taking head-on will be the LZ World Tour – Adam LZ Fest at Calder Park, Melbourne, Australia – October 21-22, 2023.
We’ll be there too! Come and say hi. 

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Mad Mike Takes On Pikes Peak 2023

VOTE FOR MAD MIKE’S MAZDA 3 TO WIN THE 2023 HALTECH HERO OF THE YEAR HERE

The Broadmoor Pikes Peak International Hill Climb (PPIHC), brought to you by Gran Turismo, is also known as The Race to the Clouds. PPIHC is an invitational automobile hill climb that takes place on a 12.42 mile (19.99 km) public toll road boasting 156 turns.

Competitors climb 4,720 ft. (1,440 m.) from the 9,390 ft. (2,862 m.) Start Line to the 14,115 ft. (4,300 m) Finish Line at the mountain’s summit house.

Haltech Hero Mad Mike Whiddett, Pro Drifter, Redbull Athlete, and Flyin’ Kiwi made history at the 101st running of the race piloting TCP-Magic Japan‘s powerful 4-rotor, RWD converted Mazda 3.

The Mazda 3 Fastback, finalized assembly in late 2022 and tested at the beginning of 2023, showcased impressive performance and consistent, reliable speed that impressed event veterans and organizers alike.

1400 Horsepower is developed by a Twin Turbo 4-rotor engine and delivered to the rear wheels via a Hollinger sequential 6spd transmission and a robust Winter’s quick-change rear-end.

With the help of a Haltech NEXUS R5 and expert tuning by Kawato-San of TCP-Magic, Mike’s Mazda “BULLET” was able to maintain as much speed as the mad driver dared all the way to the summit.

The unmistakable High-RPM brap of the rotary engine echoed through the mountain course, captivating spectators and fellow racers.

Mike and the team went far beyond expectations with a blistering time of 10:34.980, shattering two records previously held by another famous Kiwi, Rod Millen; Fastest Mazda and Fastest Rotary Engine.

Whiddett expressed his pride and gratitude to his team, partners, and supporters for their crucial role in his triumph. Team TCP-Magic aimed to demonstrate the performance and reliability of rotary engines and the speed of drift cars. These goals were accomplished in a spectacular fashion.

Mad Mike Whiddett’s historic achievements at Pikes Peak celebrate his skill, determination, and relentless pursuit of excellence. Conquering the legendary race’s formidable challenges, Mike’s success stands as a testament to the indomitable spirit of the racing world and a celebration of automotive excellence.

Grudge Kings 2023 – Sydney Dragway

The annual event Grudge Kings was hosted by Sydney Dragway – where the fastest Blown, Turbo, Nitrous, and Naturally aspirated cars race head up in multiple classes.

George Haramis – Maatouk’s Racing

On its first-ever full pass, George Haramis made a strong statement, setting a new record with a 6.71@212mph making it Australia’s quickest Supra!

The Maatouk’s Racing built GH0747 Supra is controlled by a Nexus R5 VCU.

Riccardo Pontonio – MPW

Hailing from Melbourne, Riccardo Pontonio claimed the overall win for the R275 class with a blistering pass of 7.56@181mph putting him at #1 place on the True Street leaderboard!

The brown Holden VK Commodore is controlled by an Elite 2500 ECU and is expertly built, prepped, and tuned by MPW Performance & Race Fab.

Adam Rogash – MPW

Another beast from the MPW stable was none other than Adam Rogash‘s beautiful blue 1970 MK1 Capri. For its first-ever event, the team’s goal was to hit 6s, and that it did with a 6.91@199mph!

Powered by a 3000hp, twin-turbo, 596ci Big Block Chevy with the whole setup controlled by a Nexus R5 VCU.

Trent Blainey – MPW

All eyes were on another immaculate build by MPW Performance and Total Workz – Trent Blainey’s 1800hp Group A Walkinshaw VL.

Trent did not hold back and propelled his car into the 7-second club with a pass of 7.7@187mph. “WALKE” is locked and loaded with a twin-turbo 427ci Dart LS and controlled by a full Haltech system from end to end.

Fox Cullen

After sorting out a few gremlins and a last-minute effort to make the event, Fox Cullen and his wild Valiant ended up smashing out a new PB on small tires with a 4.74@158mph over the eighth mile!

Fox’s blown Valiant is equipped with an Elite VMS-T ECU accompanied by a PD16 PDM, iC-7 display dash, and an 8-button CAN keypad all wired in by Tuned By Dale.

Stuart Bennett

Stuart Bennett ran a super solid 6.17@230mph on Friday’s test day, however, unfortunately, had transmission issues on Saturday wrapping up the weekend for the team.

Chuck Jifkins

Chuck Jifkins set a new eighth-mile PB with a run of 5.0@143mph in his Commodore ute thanks to his new 2JZ combo.

The 2JZ setup is controlled by an Elite 2500T ECU.

If you have a race win or personal victory you would like us to know about, be sure to tag us on social media using #Haltech! Also, be sure to follow us on Instagram at @Haltechecu

What’s So Special about SR20DET

If you’re a JDM fan you’ll probably agree that the 1990s was the golden age for Japanese performance engines. We got the 2JZ, the RB, the 4G63 as well as the Honda  K-series. All over-engineered, and all capable of producing power well above their factory spec. But there’s another engine that we haven’t covered yet and one that definitely belongs in that group – Nissan’s SR20.

The basics

The SR series engines were designed as a replacement for the aging CA series and came in a variety of models and capacities, but today we’ll focus on the SR20DET – which is the performance model of the group and the successor of the CA18DET. So what exactly is the SR20DET? Well, like all Nissan engines, it’s right there in the name. SR is the engine series. 20 refers to the engine size or capacity of 2.0 liters, D stands for Dual overhead camshaft,  E stands for Electronic Fuel Injection, and everyone’s favorite, the T, stands for Turbo. 

Initially, the SR20 appeared in the engine bays of Bluebirds and Pulsars, including the famous Pulsar GTI-R and it wasn’t until 1991 that the SR20 finally arrived in the longitudinal placement we all know and love, in the Nissan S13. The SR20 turbo stayed with Nissan’s S-chassis until the end of its production in 2002. Despite being in production for over 13 years in practically every configuration imaginable and powering 18 different Nissan/Infiniti platforms, the only variants that made it to America were the naturally aspired SR20DE found in Sentras, Pulsars and Infiniti G20s.

Most JDM enthusiasts will tell you that the SR20DET is a longitudinally mounted engine (that is, north south oriented). However, the turbo engine was actually first introduced in a transverse engine configuration in the engine bay of the Nissan Bluebird 2000SSS.

Horses for courses

Horsepower junkies will often argue against the SR20DET engine, since it’s not based on an iron block or that its output can’t compete with that of the inline six-cylinder RB or JZ engines. However, there are compelling reasons to go down the SR route, depending on your application. 

The SR’s aluminum block in a Front-engine, Rear-drive setup, helps to maintain the excellent weight balance that the S-Chassis is known for. That, in turn, contributes to the car’s neutral handling. The RB and JZ engines weigh considerably more, which puts more ballast toward the front, which is fine for a drag car, but if you want to go round corners in a drift, rally or circuit-style car – that’s less than ideal.

Which one to get?

Early S13 SR20s were commonly identified by their valve cover. The “Red Top” and “Black Top” (these were sometimes referred to as “Flat Top” as well) engines came with a “High Port” cylinder head with non-variable timing camshafts. The engine made use of 370cc fuel injectors and a Garrett T25G taking care of forced induction. All this translated to 205hp and 203lb-ft of torque, pretty healthy numbers for a compact sports coupe.

S14 Silvias came with Nissan’s newly updated SR20DET with Variable Timing Control (VTC). This engine, characterized by its unusually shaped valve cover, earned it the nicknames “Notch Top” and “Slant Top.” The new cylinder head, known as the “Low Port,” features a redesigned intake manifold feeding slightly smaller ports for increased intake velocity. This engine received a larger, Garrett T28 turbocharger which, combined with the VTC and new cylinder head design offered improved response while delivering greater peak power of around 220hp.

In 1999, Nissan unveiled the final S-chassis to be powered by an SR20DET engine, the S15 Silvia. The SR20DET that powered the S15 Spec R continued to benefit from the VTC cylinder head and came equipped with a Garrett GT28R ball-bearing turbocharger and bigger, 480cc injectors. 

For this engine, Nissan eliminated the “dumb” coils with the external igniter in favor of “smart” coils with built-in igniters. An improved engine management system regulates the fuel delivery and ignition timing to produce 247hp. 

So which one of these is best? While they’re all fairly solid options and all can make decent power, our pick would be the version found in the S15 Silvia, or, if you can find one – the version with the Neo VVL head with variable timing and lift control (though this one never came stock in the Silvia platform).

Things to watch out for

Just like any second-hand engine, there are things that you’ll need to look out for when buying. This is especially relevant with engines that came from Japanese performance cars and have more than likely had a pretty hard life.

SRs can suffer from oiling issues. The oil pan is relatively small and the oil pickup is located only a few millimetres from the bottom of the pan. So, if the pan takes a hit from a rock, speedbump, or particularly aggressive bottom out while flying down the touge, it can in turn hit the pickup which will crack at the top and lose suction. At that point the engine won’t be getting the oil it needs to survive.

With that in mind, it’s the high-wear areas that you’ll want to pay attention to, due to the age of these engines now. Hard driving conditions and age are certainly wearing rings and cylinder bores, while low oil pressure can lead to spun bearings.  And, as many SR owners told us, these engines frequently throw rocker arms, as a side effect of valve float.

Like any engine that is starting to get a bit long in the tooth, it also wouldn’t hurt to take a look at the injectors and ignition system fitted if you are planning on using any of the original stuff.

Swapping your standard cylinder head for the VVL Neo or VE type is one of the most popular and most effective mods for the SR20. This head can be found in the JDM spec Primeras, Bluebirds, and the Nissan X-Trail. The VVL head offers improved airflow, higher compression, and improved coolant passages, and in our opinion is the best base to start with in a performance SR20 package.

Popular Mods and Tuning

The bolt-on friendly SR20DET welcomes most modifications and will reward you with increased power and if done correctly, reliability. Once you’ve made the usual intake, downpipe, and exhaust upgrades, investing in an aftermarket engine management solution is going to be your next step – because you’re going to need it to get the best performance out of further modifications like intake manifolds front-mount intercoolers, upgraded injectors, fuel pumps, ignition systems, exhaust manifolds, and of course the ever popular – upgraded turbocharger and big boost! 

Haltech offers Plug’n’Play solutions for all S-chassis applications from S13 to S15. The affordable Platinum Series Plug-in ECUs connect directly to the factory harness, while the Elite ECUs connect via an adaptor box and harness. In both cases the installation is really simple and once plugged in, all you need to do to get the engine running is load the base map. You’re now ready to tune. 

SRs are well known for throwing rocker arms, so if you’re taking the valve cover off to upgrade the camshafts, it’s a good idea to add rocker arm stoppers to keep them in place. If you’re hardcore, ditch the hydraulic valve lifters in favor of solid lifters. Since solid lifters can’t “pump up”, they reduce the chances of the rocker arms being flung from their positions. The only caveat here is that solid lifters are quite fiddly when it comes to dialing in the valve lash. Even so, many argue that the effort is worthwhile since they probably won’t need to be adjusted for quite some time. 

When you’re ready to step up to the next level, it’s time for engine internals. The alloy cylinder liners of the SR20 can only be over-bored 0.5mm or 20,000ths of an inch twice (86.5mm and 87mm) before the liner walls are too thin and you are forced to re-sleeve the block. 

Fortunately, there are a few choices available when it comes to re-sleeving a block, and aftermarket ductile iron cylinder sleeves mean you’re open to using much larger pistons. It’s also a good idea to upgrade connecting rods at this point, considering the engine is already stripped down. There is no shortage of aftermarket internal engine parts for the SR20, including stroker kits or even billet cranks.

As always, improving the airflow in and out of the cylinders is going to improve performance. You can install higher lift and longer duration camshafts, along with larger valves and port work. But remember, bigger isn’t always better. Head porting, valvetrain, and camshaft selection go together with turbo sizing to achieve the desired peak output and torque curve. 

Going big with high peak power output is great if you’re drag racing, but usually means the down-low torque will suffer – so make sure you are getting the right cylinder headwork for the kind of work the engines going to be doing.

If you’re thinking about taking your SR20 apart and upgrading the internals we highly recommend doing an interactive engine building course with High Performance Academy. They actually have one specifically for the SR20. See links at the end of this article.

But wait, there’s more…

If you’re a big fan of the SR20 but you’re not too keen on rebuilding an old engine, we might have some really good news for you. Rumour has it that after over two years of negotiations, Nissan sold the tooling and the design files for the SR20 to a Japanese firm called Mercury Enterprises. The company plans to build crate engines and make them available to the public. Now for the bad news; the initial quantities will be very small – we’re talking a maximum of four per month so the wait for your brand-new SR20 might be a few years!

Resources

Haltech’s Range of S-chassis and SR20DET compatible ECUs
High Performance Academy SR20DET Engine Building Course
Wiseco SR20DET Performance Pistons and Rods
K1 Technologies SR20DET Billet Crankshafts

What’s so special about S-chassis?

Nissan’s SR20 and the S-chassis. Is there a more legendary JDM combo? Sure, there were plenty of other famous matches like the 4G63 and Evo, EJ20 and WRX, RB and Skyline, 13B and RX-7, 4AGE and AE86 but the sheer numbers and the popularity of the SR20-powered Silvias easily make it the definite JDM Tuner Combo of the late 1990s and early 2000s.

Let’s start with a bit of background info on the S-chassis. While the first car to carry the famous “Silvia” badge thus the OG S-chassis, was the CSP311 made back in 1965, what most people picture when referring to an “S-chassis” are the Silvias made between 1988 and 2002, namely the S13, S14 and S15 – And they’re the cars we are looking at today.

Sadly, North America didn’t get many of these, and the ones they did get, were powered by an asthmatic, naturally aspirated, 2.4L iron block KA24 engine. Arguably the best Silvia of them all, the S15, never even made it to USA. What the heck, Nissan?

Silvia S13 (1988 – 1994)

The famous JDM combo, the Batman and Robin of the Japanese Tuner car – which is Nissan’s SR20 and the S-chassis started with this car, the S13 Silvia. Introduced in 1988, and originally powered by the CA18DET the engine was changed to SR20DET in 1991.

With its comparatively low price, front engine and rear-wheel-drive platform, well-balanced and lightweight chassis, and potent engine, the S13 quickly became a hit with tuning enthusiasts. The drifters loved the S13’s independent multilink rear suspension giving it a hero status at Japanese drifting competitions.

Go to Haltech Plug’n’Play ECU solutions for Nissan Silvia S13

The Drifter

Anthony’s S13 is indicative of where most S13 end up these days – and that’s a dedicated drift car. Over the years his 1992 S13 has undergone numerous transformations and now runs an SR20VET a very desirable NEO VVL head.

Anthony engine has been so thoroughly overhauled and upgraded it can serve as an SR20 modifying guide. CP forged pistons, Manley I-Beam forged conrods, linished crankshaft, Darton sleeves. The ported and polished head uses Kelford 184ST camshafts, Supertech valve springs. Boost is provided by GCG GTX 3076R Gen2 turbo with Turbosmart external wastegate. The whole combo is controlled by Haltech’s Elite 1500 ECU.

“I’m not going to lie, this is a high maintenance car. I hate having to fix it between events and always rushing to get it done. But when I’m driving it I just can’t stop smiling.”

“It’s a high and a great stress relief at the same time. I can’t explain it in any other way.”

S13 180SX (1989 – 1998)

The 180SX actually started its life as an S13 liftback variant, which proved so popular Nissan decided to split it off from the main range and sell it as a separate, new model in 1989. It outlived its S13 sibling and even overlapped the next generation of S-chassis models in Japan. The 180SX is considered by many to be the most sought-after S-chassis model.

Go to Haltech Plug’n’Play ECU solutions for Nissan Silvia S13/180SX

The Cruiser

Because of its longer life span, there are still some fairly unmolested examples of the 180SX on the market. This particular one, owned by Blair from Mighty Car Mods’ would score highly on the S-chassis purity scale. While not exactly period-correct, a great deal of care has been taken to keep this 180SX’s mods in line with “the spirit” of the original design.

Time Attack Weapon

Despite, or perhaps due to, their popularity, plenty of 180SX still ended up getting the full race car treatment. Andrew’s car is perhaps one of the most extreme examples but also a testimony to how far this engine and chassis combo can be pushed. We’ve got a full feature on this interesting build coming soon.

If the 180SX is the most desirable,the S14 best looking and the S15 the best handling Silvia, the best SR20DET resided in none of those cars.

Curiously enough, the VVL version of the SR20DET went into Nissan’s Bluebird, a pedestrian, four door sedan and a quasi-offroader X-trail. Go figure.

Silvia S14 Zenki (1994 – 1997)

Introduced in 1994, the S14 was lower, wider, and slightly shorter than its predecessor. With a longer wheelbase and track, the S14 was rumored to be heavily influenced by the popular Nissan Skyline.

The SR20DET was updated with Nissan’s variable valve timing system and a larger T28 ball-bearing turbocharger. The changes yielded more power to counter the increase in weight. One for the trivia fans – the S14 was the first S-chassis car to come with five-stud wheels.

Go to Haltech Plug’n’Play ECU solutions for Nissan Silvia S14 Series 1

Silvia S14 Kouki (1997 – 1999)

The S14 received an update in 1997 with a more aggressive front end and a new Garrett T28 turbo with a ceramic core. This version came to be known as “Kouki” and it cemented Silvia’s place in the JDM tuner world.

Go to Haltech Plug’n’Play ECU solutions for Nissan Silvia S14 Series 2

The Stunner

Bronte’s S14 is a perfect example of the model’s heyday. Highly personalised, full of bolt-on mods and undeniably eye catching. Additionally, and perhaps most importantly, enjoyed on daily basis.

Bronte’s tasteful mods ainclude a GT2860RS turbo, HKS cam gears, Invidia exhaust, Mishimoto radiator, fans, catch can and overflow bottle. Suspension consists of Silver Neo coilovers, Hardrace caster arms, and Cusco strut braces. The throttle has been converted to drive-by-wire and the whole setup is controlled by a Haltech Elite 1500 ECU with the iC-7 digital display replacing the factory cluster.

In the late 1990s and the early 2000s it was near impossible to miss the S-chassis cars. Drifting had spread across the world making Silvias synonymous with the sport.

As well as drifting, Silvias also dominated the street and show scene. Two decades on we might question some of the choices made by their builders and owners but there’s no denying the ubiquity of the S-chassis platform in the scene.

Silvia S15 (1999 – 2002)

As is the case with most cars, the last model usually is the best one, as the manufacturers iron out all the kinks and get all the systems performing at their best. That is also the case here, with the S15 considered to be the best S-chassis car in the range.

Released in 1999, the S15 scored a new SR20DET with an upgraded T28 turbo with a factory-claimed output of 164 kilowatts (in the Spec R version). It also featured the first six-speed manual transmission in the S-chassis, four-piston brake calipers (sourced from the 300ZX), and for the first time the viscous LSD was changed to a helical LSD. Interestingly, the S15 was also offered with a four-wheel steering option. Unfortunately, only residents of Japan, Australia, and New Zealand were able to buy the final S-chassis from Nissan leaving the rest of the world envious and anxiously waiting for the 25-Year rule to lapse.

Go to Haltech Plug’n’Play ECU solutions for Nissan Silvia S15

The Weekend Warrior

While there are numerous S15 competing in various forms of motorsport from drifting to time attack, Fernando’s 2001 Spec R is perhaps the most commonly found combination of a tough streeter and a weekend warrior. Running enough serious upgrades to make it fun on a race track, this S15 also takes advantage of Haltech’s flex fuel system giving Fernando the option to run on PULP or E85.

“It’s surprisingly comfortable and easy to drive. The shifter, steering wheel, and seat are perfect for my body proportions.”

“The fuel economy is not great and the clutch is on the heavy side but the car is setup for track days so it comes with the territory.”

SR20 Sans S-chassis

The SR20 proved so popular it was used in a variety of different applications from small SUVs like the X-trail to family sedans like the Bluebird and most importantly the Pulsar range which included the mighty Nissan Pulsar GTi-R, an AWD, turbo hot hatch that competed in WRC with the likes of Stig Blomqvist and Tomi Makinen behind the wheel.

The S-Swapping Game

Being compact, readily available and relatively inexpensive, SR20s ending up in plenty of engine swaps. From old school Datsuns, to RX-7s and even Toyota AE86s like this one here. Built and owned by Adam from Just Engine Management this is one of the best-sounding and hardest-charging AE86 we’ve seen.

Adam reckons the swap was relatively easy and made the car much more enjoyable to drive.

Silvias in 2023: desirable or duds?

Just like with any performance car from that era, finding a clean example is getting pretty hard, and they’re not exactly cheap anymore, but the combination of a well-balanced chassis, and a solid easy to work on, (somewhat reliable) engine coupled with a great after-market support is still there. Add to it a touch of the Golden Era of JDM nostalgia and you start to understand the appeal of the S-chassis cars.

The support network for the SR20 and S-chassis is huge, so good, practical advice is never far away. So if you’ve ever looked at a Silvia with a twinkle in your eye, don’t overthink it, as far as JDM tuner classics go, they’re right up there with the Supras, and Skylines, albeit at a fraction of the cost.

Coming soon: What’s so special about the SR20DET

Haltech Hero of the Year 2022

Congratulations to the 2022 Haltech Hero of the Year winner: Gavin Wheate’s VK56 “Hulkosuka” Skyline.
Built by Al and Woody from The Skid Factory, this Japanese classic is a perfect blend of old school cool and modern tech.

Congratulations also must go to our Runner-Up: Justin Simpson and his “Kryptonite” Holden Monaro for putting up such a great fight.

A big “thank you” to all those who voted. You’ve made this the biggest and the most heated HHOTY competition to date! What a way to end the year:)

Haltech Hero of the Year

It’s that time of the year when we give YOU the chance to vote for your favourite Haltech Hero. The winner will receive a custom trophy and ALL THE GLORY OF THE INTERWEBS – so the stakes are high! 

We’ve selected the top 16 cars we’ve featured on www.haltech.com over the course of 2022. We’ve matched them up with each other for a sudden-death style tournament. We will be posting regular polls on our Facebook page over the next few weeks – so make sure you check in daily and vote for your favourite!

How to vote

Head over to the Haltech Facebook Page, find the current battle post and REACT to the photo. Depending on which competitor you want to vote for – REACT with the emoji shown on your favourite car’s image. The voting for each battle will be open for 24 hours so don’t leave it till the last minute!

NOTE: Hitting the LIKE button or posting an emoji in the comments will not be counted as a vote. Likewise reacting to a SHARE of the post will NOT count as a vote. For your vote to count make sure to react to the original PHOTO on Haltech’s Facebook post.

Grand Final

Haltech Hero of the Year Winner: The Skid Factory VK56 Hakosuka

Top 4

Semi-Final 1 WINNER: Justin’s Nitrous Holden Monaro

Semi-Final 2 WINNER: The Skid Factory Hakosuka

Top 8

Top 8 Round 1: WINNER – Justin’s Monaro

Top 8 Round 2: WINNER – Dewey’s Boogeyman Subaru

Top 8 Round 3: WINNER – The Skid Factory Hakosuka

Top 8 Round 4: WINNER – Eric’s Honda Civic

Top 16

Round 1: Aussie Drag Challengers – WINNER: Justin’s Monaro!

Gary Halpin’s 2JZ Datsun Coupe squares off against Justin Simpson’s Nitrous-fed, big block Holden Monaro. It’s Import vs Domestic, Japan’s most potent six vs American V8. Which one will go through – it’s all up to you! Click on the image to find out more about each car.

Round 2: Off-Road Warriors – WINNER: Mark’s Jeep!

These two love dirt. Mark Murrell’s NORRA 1000 winning Jeep Wrangler takes on Warren Irons’ 1UZ powered Baja Beetle. You decide which one goes through to the next round! Click on the image to find out more about each car.

Round 3: Bare Metal Build-off – WINNER: Zac’s V12 Zacaria

In this round a hand-built, Ferrari V12 powered supercar goes up against a twin-turbo LS powered DeLorean. Both one-off, unique builds, both lifetime projects of their passionate owners. Alas, only one can get through. Which one will it be – that depends on your vote! Click on the image to find out more about each car.

Round 4: Time Attack Battle – WINNER: Dewey’s Subaru STi

One goal – two very different approaches. Paul’s rear wheel drive Porsche 944 turbo faces Dewey’s AWD Subaru WRX STi in a virtual superlap battle. Which one will get your vote? Click on the image to find out more about each car.

Round 5: Old School Brawl – WINNER: Skid Factory’s Hakosuka

A JDM classic faces off with a British legend. Skid Factory’s 1971 Hakosuka Skyline is up against Graeme Bates’ 1969 Vauxhall PC Cresta. It’s a Nissan V8 vs GM V8 – which one will succeed? It’s all up to you! Click on the image to find out more about each car.

Round 6: All-American Showdown – WINNER: Jim Howe’s Camaro

With close to 6000hp between these two – this is a battle of all-American muscle. Jim Howe’s NPK champion Camaro goes up against Doc’s “Heavy Metal” Chevy Nova. Which one of these brutes will get YOUR vote? Click on the image to find out more about each car.

Round 7: Twin Turbo LS Beasts – WINNER: Aaron’s Panel Van

LS swaps might be all too common nowadays – but these two are anything but common. Michael Rolleri’s Chevy C10 pickup truck squares off against Aaron Gregory’s Holden Panelvan. Only one of them can get through to the next round – which one will it be? Click on the image to find out more about each car.

Round 8: Corner Carvers

In this battle of JDM cult classics, Matty’s Hill’s 2JZ powered S15 Silvia, goes up against Eric Kutil’s K24 powered Honda Civic EG. It’s Australia vs USA, drift vs circuit, FWD vs FWD, turbo vs N/A. Which one will get YOUR vote? Click on the image to find out more about each car.

What’s so special about WRX

Having dissected Subaru’s EJ engine and reading through all the comments left on that video got us thinking; if the EJ boxer (despite its rally cred) is so disliked by so many performance enthusiasts – what makes the WRX/STi platform so popular? To find out we invited a whole bunch of Subaru owners and picked their brains on the subject.

While the EJ made its debut in 1989 in the Subaru Legacy, today we’re concentrating on the WRX/STi platform in its various guises. Well, except for the Levorg and the Rex but we’ll come to those later.

Gen 1: 1992 – 1999

The first generation of Subaru Impreza was introduced in 1992. In its performance (WRX and STi) variants it proved to be a light, agile and very capable car, thanks partly to its unique AWD system and partly to the new EJ20 flat four which, in its most powerful version (1997 STi) made 276hp. This model continued until the year 2000 with a facelift in 1998.

Unfortunately North America missed out on the first generation of WRXs which makes them the most desirable Subaru models in the US.

Aaron’s GF8 Wagon

Aaron’s is a 1999 wagon variant with a factory engine plus some bolt-on goodies like the STi VF28 turbo, STi intercooler, 3″ exhaust and an STi body kit.

“It is a great cruiser and fits more stuff in the back than my old Triton Ute! It handles well and gets up and goes when you want it too. I also love its classic shape.”

“As much as cruising around is great, I wish it was manual for those spirited drives. I will do a manual conversion one day.”

Gen 2: 2000 – 2004

Introduced 2000 with its famous, or rather infamous “BugEye”, the second generation Impreza included two facelifts – one in  2002 (the BlobEye) and the other in 2006 (the HawkEye). The 2002 was the first version to be sold in the US market. In 2005 both the WRX and the STi moved to an EJ25 turbo. The most powerful of these made 295hp.

Arty’s BlobEye

Arthur’s 2005 WRX is the first facelift model, affectionately called “Blobeye”. It’s powered by an EJ20 with some mild bolt-ons; Turbosmart BOV, Invidia N1 catback exhaust, STi spoiler and bonnet scoop.

“I’ve had it for over four years now. It’s a great daily driver that you can enjoy at track days. I really like that about it – it’s versatile.”

“It does suffer from the usual problems like the leaking rocker cover gaskets, I have to keep changing spark plugs all the time.”

Dave’s HawkEye

Dave’s is the 2006, “HawkEye” facelift model. It is probably the most powerful car on the track today. It’s powered by a built EJ25 with a Garrett GT35 frame turbo, a front-mount intercooler and an upgraded fuel system.

“I’ve had it for about seven years and I still love it. The way it comes on boost is just… mind-blowing – it’s like a big cam in an older style car.”

“Even though it looks like a daily and I do drive it frequently it wasn’t really built for that. The suspension is too firm for commuting. But it comes to its own on a race track!”

Gen 3: 2007 – 2014

2007 saw the introduction of the third generation Impreza. Longer and wider than the outgoing model the Impreza lost the wagon option but gained a five-door hatch. Both the WRX and the STi were powered by a turbocharged EJ25, making up to 305hp in the limited “STi Spec C” edition.

Dan’s Daily GH

Daniel’s 2008 model WRX is fairly close to a standard car. The only mods are a blow-off valve and a performance exhaust.

“I use it on daily basis and really like it. It’s a great daily driver, being very functional in the hatch, but also light, quick and nice to look at.”

“This generation WRXs did not have the nice, wide body that the previous versions had. To get a wide body in this model you had to get an STi. Sadly, mine is not an STi.”

Subaru switched to direct injection in 2011 and a new engine (the FA) appeared, first in the naturally aspirated models and eventually fully replacing the EJ in 2014 with the 5th Gen cars.

The Levorg

And now we get to the Levorg which, in its factory form, has not a lot in common with its EJ-powered WRX/STi brethren. But this is not your run-of-the-mill Levorg. This one, has been modified by Marty (of the Mighty Car Mods fame) and half Levorg – half STi. The STi half includes the EJ25 engine along with the transmission, front end and the car’s interior.

The Rex

The Rex is the odd one out here. It’s neither a WRX, nor is it powered by an EJ. Heck, it’s not even an AWD! But it is a Subaru and it’s interesting to see how the company’s technology, design and market focus changed in just a few short years. Remember the first WRX came out only one year after Benny’s Rex ended its 15-year production run.

Powered by a supercharged, 660cc, inline four cylinder, the Rex made a whopping 64hp when new. Now, 32 years later it might not be the fastest, nor the best handling machine at the track but it’s still fun to throw around.

As interesting as the Levorg and the Rex are though, the real reason we invited Marty and Benny (from Benny’s Custom Works) to this track day is because they’re both self-confessed Subaru fans. Here is what they had to say…

Best WRX/STi for modding

Benny reckons the 2005 WRX and STi are the best platforms to start with if you want to embark on a modifying journey. They offer a solid, reliable, and fairly inexpensive base that’s supported by a plethora of aftermarket performance parts and accessories.

Benny’s Pro Tips

Lubricate, lubricate, lubricate. EJs like to consume oil so check your oil level and change it frequently. The head gasket issue mostly affected the early EJ25 engines, so an EJ20 is always a safer bet.

Marty’s Verdict

It’s not about the size of the turbo or the horsepower. It’s not about the all-wheel-drive or even the boxer sound. Sure, they all add up to a practical, versatile yet still exciting to drive and an easily modded ride, but it seems for the WRX fans it’s about the lifestyle.

The Subaru’s WRX/STi community seems to be very supportive, inclusive, and while acknowledging its inherent faults, very passionate about their rides. And isn’t that what drew us all to the car culture in the first place?

Recommended Reading: What’s so special about Subaru’s EJ25 / 25 engine.

What’s so special about Subaru’s EJ

Although Subaru didn’t invent the boxer engine, many would say they perfected it. With a long and cherished motorsport history, the Subaru EJ has collected millions of fans worldwide. Today we’re taking a deep dive to see what’s so special about the Subaru EJ platform.

History according to Subaru

The late EJ series is considered by many to be the pinnacle of Japanese boxer technology, but Subaru’s strange obsession with flat-four engines started way back in the 1960s.

Released in 1965, Subaru’s first boxer was a 900cc, water-cooled engine known as the EA-52.  It made just 55hp which was actually not too bad given that it was fitted to a car that weighed only 550 kilograms.

Subaru continued to develop the boxer engine investing a considerable amount of resources into a platform that would eventually lead to the EJ. The EJ series made its debut in 1989 in the Subaru Liberty and the Subaru Legacy in the North American market. It remained in production until 2021, making it one of the longest-running production engine platforms of the modern era and was the mainstay of Subaru’s engine line. 

World Rally eXperimental

It was the EJ that gave Subaru international clout powering its World Rally Championship cars, and of course we can’t talk about the EJ without mentioning the famous car it was fitted into – the mighty WRX. 

In 1992 Subaru partnered up with British engineering firm ProDrive to develop a new compact chassis. Based on the existing Impreza it was dubbed WRX which stands for “World Rally Experimental” and featured a new all-wheel-drive system and a powerful, turbocharged EJ20. The engine was rated at 250hp at all four wheels although rumour has it, it actually made closer to 300hp. In the capable hands of Colin McRae, the famous 555  WRX STi went on to win the WRC constructors title for three consecutive years in ‘95, ‘96 and ‘97. 

Due to their reputation as a compact, “reliable” engine platform, the EJ can be found in numerous amateur and professional motorsport series. They’ve also been a popular conversion for Volkswagen guys as a modern flat-four successor to the aging air-cooled engines, and, along the same lines are a popular engine for kit cars based on the older Porsche models. 

Boxer vs Flat Four

Before we go any further let’s get the definitions of a flat and a boxer engine right – because they’re not interchangeable. A boxer is a flat engine with each pair of pistons connected to a different crankpin – mirroring each other.

But not all flat engines are “boxers” because a flat engine can also have piston pairs sharing the same crankpin – working in the same fashion as any other V configuration engine.

So while all boxer engines are actually flat engines – not all flat engines are boxers.

Which one to get?

The EJ engine has been produced in over 20 variants since 1989, which means two things. There are plenty of options to suit your requirements, and depending on the model they can be plentiful and affordable. You can split most EJ engines into two groups, pre-1998 and post-1998. Both groups include naturally aspirated, and turbocharged variants. 

An easy way to tell if it’s an early or later model EJ is by looking at the engine code. The earlier models end in a letter (Like EJ20G for example) while the later ones end in a number (Like EJ205). For performance builds, the most desirable EJ would probably be the EJ207. These were found in STis made in 1999 and then from 2001 to 2005. They come with a forged rotating assembly that tends to enjoy higher boost levels than the other variants.

Of course it is possible to turbocharge naturally aspirated EJs or increase the boost on turbocharged ones, but keep in mind that the cast OE pistons found in most EJs are considered a weak link and would need to be upgraded. 

Popular Mods and Tuning

When it comes to modding an EJ series engine, thanks in part to the standard architecture, it’s common to mix and match blocks, cylinder heads, and rotating assemblies depending on your build. There are plenty of setups making 300 to 350hp on a stock engine, with basic bolt-on mods; but, if your horsepower aspirations are in the 400-plus region you’ll need to look at an even bigger turbo, an intercooler,  upgraded fuel system, and serious engine internals upgrades including piston and conrods. While you are there a set of head studs and a quality head gasket wouldn’t hurt!

In order to control your fresh build, there are a few engine management options. Depending on the year model the Stock ECU is very “tuneable” and can work well; however, once you start to push an EJ my preference is always to move to a standalone ECU to take advantage of the engine protection strategies and to know exactly what you are adjusting in order to get a consistent and guaranteed result.

If you’re looking at a stand-alone ECU upgrade, Haltech offers a full range of “plug and play” and “wire-in” ECUs that’ll provide you with a completely programmable engine management solution. The Plug’n’Play kits come with this neat adapter box that plugs into your factory harness on one end, then, into your Haltech ECU on the other. Load the supplied base map (which is supplied with the kit) and you’re ready to hit the dyno.

Our plug-in kits cover  WRXs from 1993 through to 2010; check the model compatibility list here.

Things to watch out for

Just like with any engine there are some caveats. Factory turbocharged engines have a reputation for burning oil, sticking ring lands, and if abused or mistreated;  cracking pistons or worse. Remember that the WRX and STi models were sold as performance vehicles and it’s safe to assume that every one of them has had a pretty hard life. 

Even the non-turbo engines will need a good check over, as the cramped engine bay of a Double overhead cam boxer makes them difficult and expensive to maintain – Doing a set of spark plugs on some of these models is an ordeal and often skipped over until there is a problem.

As mentioned earlier the factory pistons and connecting rods are considered a weak point and are commonly upgraded in performance builds, but due to the age of these engines – if it’s coming apart for any reason, it’s worth looking at a set of pistons and rods to ensure reliable operation moving forward. Some believe the factory oiling system isn’t adequate, but consult your engine builder before pulling the trigger on a high-volume oil pump as there are differing opinions here.

The Head Gasket Issue

There’s enough solid data out there to say the factory head gaskets are prone to failure at 150K to 200K kilometers.

Once again, because of its flat-four layout, replacing head gaskets on an EJ is an expensive job.

But there’s some good news! Firstly, not all EJs are heavily affected. It seems that the models most prone to head gasket failure are the EJ25s produced between 1996 and 2004. Interestingly, the problem seems to be more prevalent in the naturally aspirated and single overhead variants.

The Verdict

So, should all that stop you from getting an EJ? Let’s look at it this way – if you’re planning to put that engine in your race car then you’re probably going to upgrade the internals anyway so changing head gaskets will be a part of the job. Knowing the common issues and the limitations of what mods or fixes can be performed without removing the engine will help in planning your build. Aside from the common problems (and let’s face it, every engine has some) the EJ is a snappy and great-sounding engine with a low center of gravity. 

It’s also a relatively reliable engine to use as an upgrade in your existing Subaru, an engine swap into a VW or kit car, or as a fully built monster for your dedicated race car. 

Related Links:

– What’s So Special About Mitsubishi 4G63
– What’s So Special About Honda K-series
– What’s So Special about Toyota 2JZ
– What’s So Special About Nissan RB
– What’s So Special About GM LS
– What’s So Special About Ford Barra

What’s so special about Toyota’s 2JZ

Toyota has given much to the world in its devotion to automotive engineering, but few items have made as big of an impact as the JZ engine platform. Today we dive into the Japanese inline-six world and see what’s so special about the Toyota 2JZ.

The company started its life as Toyoda (spelled with a D – as it was named after its founder Sakichi Toyoda Automatic Loom Works, so they were actually manufacturing looms and sewing machines for the textile industry! That part of the business is still running to this day. The automotive part, the one that we’re interested in, didn’t kick off until the early 1930s. 

The company changed its name to Toyota (with a T) in 1936. There are many theories as to why that happened but the most commonly cited one is that in Japanese, “D” is a voiceless consonant, which, apparently is not very pleasing to the ear. So it was changed to a T which according to the experts sounds “stronger” and “more pronounced”.

Toyoda released its first domestic vehicle, Model A1 in 1933. It was powered by a 3.4L, six cylinder engine producing 62 horsepower (46 kW).

Toyota Crown

Toyota began selling their first “export” vehicle in 1956 through their newly established worldwide dealer chain called “Toyopet”. That car was the Toyota Crown. Since then Toyota has grown in size and reach, surpassing GM in 2008 to become the world’s largest car manufacturer. A title it still holds to this day.

Celica Supra

Let’s turn our attention to the subject of this article and arguably Toyota’s best ever engine – the mighty 2JZ. But before we get all nitty-gritty about this famous inline-six we really should quickly talk about the hero car it powered – The Supra. 

So let’s step back in time again to the 1970s. Toyota’s direct-competitor Nissan was seeing major success with its Z platform. Toyota’s own sports car – the 2000GT had been popular, but due to its limited production, it did not return a profit. 

Needing to pivot quickly, the Toyota engineers stretched their existing Celica platform by nearly 130mm and elongated the engine bay to house the M series inline-six. Dubbed the Celica “Supra” (Latin for go-beyond), this would be the first of five generations of the Toyota Supra.  

JZ Platform

The M-series engine went on to power three generations of Supras, but by the late 80s it was getting a bit long in the tooth, so Toyota devoted its efforts to developing a new inline-six platform. The new motor was a 24 valve, dual overhead unit, dubbed the 1JZ. It was first used in 1990 in the Supra Mark III and Crown. While it was adequate, Toyota quickly saw a need for a larger displacement JZ engine, and with reliability in mind, they created a new, taller 3.0L design. 

The 2JZ that went into the 1991 Aristo was a tall-deck JZ engine that featured a shared bore and stroke, making the engine squared. Two versions of the 2JZ were made; the naturally aspirated 2JZ-GE and the more popular twin-turbocharged 2JZ-GTE. The latter, twin-turbo version finally gave Toyota an engine that could take on Nissan’s RB26 head-on. 

2JZ No Shit?

Here is where things get a little odd for the 2JZ. Production variants of the fourth-generation Supra were made with both the turbo and non-turbo variants, but Toyota never officially campaigned a 2ZJ in any form of motorsport. Why? 

Well, Toyota invested a considerable amount of money, time, and resources in developing an engine for their WRC effort. And since the Japanese Touring Car rules allowed any production engine to be used in their cars, Toyota opted to power their JTC Supras with the 3S-GT powerplant used in their successful WRC Celicas. 

Remember the Tom’s Supra that was immortalized in Gran Turismo? Yep, that never had a 2JZ. What about the HKS Drag Supra? Well the MKIII ran a 7M, and the MKIV used a UZ-based V8. 

It wasn’t until a few years into the Mark Four Supra production run that privateers began campaigning and developing the 2JZ platform. Notably, the Blitz Tuning Supra tackled the Nurburgring modified production car record and claimed the title in 1997 with their impressive 7-minute 49-second run.

But no one could have expected that a street racing film from America, would make the MKIV Supra and the 2JZ one of the most popular engines in the world. Jokes aside, this film and the explosion of drifting as motorsport helped grow the aftermarket into what we know today.

Which one to get?

The 2JZ as mentioned came in two variants, the naturally aspirated GE powered the MKIV Supra, Aristo, Crown, Chaser, and Soarer chassis respectively. It uses sequential fuel injection, with an aluminium head using four valves per cylinder. It also used a DIS ignition system, but it did not use a coil on plug setup but rather used a coil for every two cylinders. In 1997, they were upgraded to variable valve timing and remained that way through the end of production.

The GTE model was a direct competitor to the popular Nissan RB26DETT, featuring an air-intercooled, twin-turbocharged induction system. The block, crankshaft, and connecting rods are shared with the GE, however, a new high-flowing aluminium cylinder head was developed alongside new, larger valves and higher duration camshafts. 

The biggest difference aside from the cylinder head are the oil spray nozzles installed to help lubricate the engine under the increased load. This and the shorter piston to lower compression ratio makes them a much more desirable option for the average enthusiast.  Again, like the GE, variable valve timing was added in 1997.

Modding and tuning the 2JZ

While the 3.0L inline makes respectable power in stock form, many owners seek out more power by replacing the factory turbochargers. Ditching the restrictive factory exhaust manifold and turbocharger (usually in favour of a larger single setup) can easily bump up the power output. Whether or not you choose to try and modify the stock ECU is up to you, but considering we have been in the engine management business for nearly 40 years, we would highly recommend ditching that old, archaic system.

At Haltech, we have developed a complete replacement engine harness that suits our Elite 2500 ECUs. If you’re looking for something simpler, we even offer a plug and play adapter for the MKIV Supra that uses your existing wire loom and installs a new Elite 2500 ECU. This plug-and-play adapter is a great alternative for light or heavily modified cars that are not using variable valve timing.

Things to watch out for

The valve guide seals are known to fail pretty early on, but there are aftermarket options to help remedy that. Look for smoke out of the exhaust on startup, that’s usually a good indicator. If you’re considering a VVT model, look for sludge in the valve covers, this will be especially bad if the VVTi cam gear is leaking. Another potential issue would be sludge or oil debris clogging the VVT solenoid (oil control valve) screen.

All in all, these 2JZ engines, if pulled from a wrecker with good service history, should be a great option to swap into your project car. 

They LS Swapped A Sprint Car?!

There have been very few engines that make as large an impact on the automotive world as the GM LS has. From drifting to road racing, desert racing to NASCAR, the modern small-block has found its niche in just about every form of motorsport. But one area where it has yet to make a splash is dirt oval racing, and Bryce Koone of All Out Performance is looking to change that. 

“I have had the idea of building the LS motor with EFI for several years – Sprint car racing has evolved, more classes are having open engine rules which made it an easy decision to put my idea out in the open for other people to try.”

His shop All Out Performance has been building race engines for several years and Bryce wanted to apply his knowledge and experience to something new. “I chose this engine package because I knew of the horsepower potential and the reliability of the engine.” 

Originally seeking out a test car for their new package, he struggled to find someone willing to pull their existing engine to test his new combination.

“At the point where we weren’t able to find anyone, I decided to purchase a car and put the motor in it.

Since then, I have been taking it to various tracks to put hours on the motor, making sure everything would be optimal for a future customer.”

Bryce has been putting this motor through a real torture test at a variety of tracks around the southern U.S., proving to customers that this combination works and works well. A true testament to his work, and further proof that the LS architecture can be adapted to many forms of racing.

Bulletproof

This mighty mouse is a 408 cubic inch LS, using a 4150 style intake with a 4bbl throttle body and multi-port rails. It runs a custom grind solid roller camshaft with shaft-mounted roller rockers and a forged rotating assembly. Bryce used the best parts available and took the extra step to cerakote the pistons, valves, combustion chambers, and runners. This helps with heat build-up and protects the engine internals from dusty race conditions. “We also chose to cerakote the outside of the engine to give it a clean look and protect it from the dirt and elements during races.”

The team at All Out Performance fabricated everything in-house, and the quality shows through.

A touch of Haltech magic

Bryce went with a Haltech Elite 2000 ECU on this build, it’s also utilizing a WB2 dual wideband controller and an iC-7 digital dash. He wired the car himself and enlisted the help of Joe Woods (Dominator of Street Outlaws fame) to handle the tuning. 

He and his crew at All Out Performance fabricated everything in-house, and the quality shows through. We asked Bryce if he has any future plans for the car, “We will continue running it at races, to familiarize the public and future customers with the benefits of this engine platform.”

Inside the cockpit we find a full-containment seat and a five-point harness. The iC-7 display provides all of the info needed while driving.

Onwards and Upwards

Overall, this is one of the coolest “LS swapped” vehicles we have seen in recent years, and are glad to be the engine management of choice. We wish Bryce and All Out Performance the best of luck as they continue to test this new engine platform and look forward to seeing more people jump on board the LS Sprint Car movement!

If you have a race win or personal victory you would like us to know about, be sure to tag us on social media using #Haltech! Also, be sure to follow us on Instagram at @Haltechecu

Doc’s “Heavy Metal” Nova Gets Major Upgrade

It has been a busy week for Doc from the 405 Street Outlaws, after leaving his last No Prep Kings outing in Ohio, he made the trek down to Haltech’s USA Headquarters for a few late nights upgrading his “Heavy Metal” Nova.

Out with the old, in with the new

The car came in for a major electronics update, ditching the antiquated Mag ignition and upgrading to a Nexus R5 VCU. While the supercharger still relies on mechanical fuel injection, the ignition timing will be programmable thanks to the Nexus. The car will also benefit from being powered through the integrated PDM, reducing chances of power failure from tire shake or any other odd mishaps. 

After Night one, the car was completely stripped. Doc upgraded a few driveline components like the torque converter and our Motorsports department manager Eric was busy building the new wiring harness.

A full day of integration with the new R5, iC-7 display, CAN Keypad and Rotary trim switch panel meant the car was ready for its first dyno session. While we can’t give you numbers, we can tell you that this car will be a real contender on the No Prep Kings circuit with power well into the four-digit zone.

The Nexus R5 is pulling double duty, not only controlling the ignition curve on this blown Nova, but also handling traction management and power delivery to the entire vehicle.

The iC-7 Display provides Doc with all the information he needs when he’s rocketing down the No Prep Track.

Permission to launch

The crew wrapped the car up overnight and made the journey over to Kentucky Dragway for a quick shakedown run. After a few minor tweaks and changes, this car will be ready to rock come Saturday for the big show at Beech Bend Raceway.

If you have a race win or personal victory you would like us to know about, be sure to tag us on social media using #Haltech! Also, be sure to follow us on Instagram at @Haltechecu

Anatomy of Speed: Maatouk Racing KING32

Nissan Skylines have come a long way over the past couple of decades. They’ve made an almost seamless transition from performance street cars to incredibly fast race cars. These days a lot of them are single-purpose, dedicated racers with examples retaining any scraps of their street heritage getting rarer by the day.

Today we are taking a closer look at a Skyline that has pushed the “street” car envelope further than most – Maatouks Racing’s KING32.

There are not many cars that can genuinely claim to be “GTR Royalty” but with more world records under its belt than others can only dream of, the aptly named KING32 is definitely one of them.

With Anthony Maatouk behind the wheel, this R32 GTR has a PB of 6.62@217mph – that’s running in its Pro Street trim with power going to all four wheels! Even if all-wheel-drive imports are not your thing that’s still pretty damn impressive.

Before we dive deep into the actual anatomy of this regal build let’s first check how much of the car’s street heritage is still left intact. The car was originally used as a genuine daily and even though over the years it evolved into a serious racer most of its factory chassis still remains.

While the interior is all custom with carbon fibre dashboard, centre console and beautifully finished seats and door trims, the car still retains factory glass, electric power steering and even electric power windows!

Okay, now that we’ve got a bit of context, let’s take a look at the things that make KING32 move.

The engine is a Nitto 3.2L stroker RB with a Bullet billet block. That monstrous Precision Pro Mod turbo you see hanging off the side of the engine produces approximately 70psi of boost. As if that wasn’t enough there’s also a 200hp Nitrous system that helps push the power output to over 2000hp.

As you would expect, everything in the engine bay is heavy-duty and purposeful. From the Hypertune plenum to the intercooler setup to the dry-sump system and the ignition coils.

While you could say that no expense has been spared to make this car go fast, it’s also true that you’ll struggle to find an unnecessary item that’s just there to make the engine bay look good. Function over form.

His highness drinks only the finest Methanol for its racing activities. Interestingly, the fuel setup includes three sets of 2400cc injectors giving KING32 a total of 18 staged injectors.

All that regal power needs to make its way to the ground and it does so via an electrically controlled and pneumatically shifted Turbo 400, a 9 inch rear diff and a set of giant CVs.

There are no relays or fuses in this royal chariot, Haltech’s NEXUS R5 controls everything including the headlights. NEXUS also controls the centre diff which, interestingly enough, is still stock a stock unit. The cabin houses a Haltech CAN Keypad and an iC-7 display dash.

The rear is dominated by a drag wing and a two parachute setup required for speeds over 200mph.

KING32 runs on 275 radial tyres at all four ends and uses carbon brakes to slow itself down. There is so much more to this car than we can cover here so we highly recommend watching Scott’s video at the top of this page.

Haltech Hero of the Year 2021

And the winner of the Haltech Hero of the Year 2021 is… (drum roll)

Eric Kutil and his GridLife-conquering Honda Civic. 

Congratulations to Eric and all his fans who voted for him. Big thumbs-up also to the runners-up Maatouks Racing and KING32 who put up a magnificent fight in the finals, missing out by just 56 votes!

The final score was: Honda: 1256 to Nissan 1200. This has been one of the most exciting HHOTY finals to date – a big thank you to all contestants and all those who voted – you guys rock!

How we got there:

Grand Final

Eric Kutil’s Honda Civic VS Maatouks Racing KING32 R32 GTR
WINNER: Eric Kutil’s Honda Civic

Semi-Final No.1

Benny’s Barra-powered Foxbody Mustang vs Eric Kutil’s Honda Civic
WINNER: Eric Kutil’s Honda Civic

Semi-Final No.2

Maatouks Racing KING32 vs Greg Bowden’s Barra-powered Cortina
WINNER: Maatouks Racing R32 GTR “KING32”

The Super 8:

Top 8 Battle 1: Beauty and the Beast 
WINNER: Benny’s Barra Mustang

Top 8 Battle 2: The JDM Showdown
WINNER: Eric Kutil’s Honda Civic

Top 8 Battle 3: The Nissan Face-Off
WINNER: Maatouks Racing Nissan R32 GTR “KING32”

Top 8 Battle 4: Clash of the Titans
WINNER: Greg Bowden’s Cortina

The Magnificent 16:

Round 1: Eric Gustafson’s Coast Packing Camaro vs Benny’s Barra-powered Foxbody Mustang
WINNER: Benny’s Barra Mustang

Round 2: Bruce Garland’s K-swapped Escort vs Fire Guys Racing Toyota Trophy Truck
WINNER: Fire Guys Racing Toyota

Round 3: Steve’s AWD S15 Silvia vs TCP Magic quad rotor S15
WINNER: Steve’s AWD Silvia

Round 4: Eric Jarvis’ S2000 vs Eric Kutil’s Civic
WINNER: Eric Kutil’s Civic

Round 5: Larry Chen’s SR20 Datsun 240Z vs Clemens Kauderer’s SR20 Toyota AE86
WINNER: Larry Chen’s 240Z

Round 6: Maatouks Racing KING32 R32 GTR vs Richie Kirkbeck’s twin-turbo HSV wagon
WINNER: Maatouks Racing KING32

Round 7: Shawn Bassett’s LS-powered 240Z vs Greg Bowden’s Barra-powered Cortina
WINNER: Greg Bowden’s Cortina

Round 8: Mighty Car Mods’ Fairlady 240Z vs GMC time attack Subaru WRX
WINNER: MCM 240Z

35th Anniversary Build-Off

1986 was a special year for Haltech – that’s when the company was founded – and this year marks Haltech’s 35th birthday. And what better way to celebrate Haltech’s 35th birthday than by doing a 1986 car build! But we’re not just building one car – we’re building two! Two cars – built simultaneously on the opposite sides of the world. Do it – they said, it’ll be fun, they said…

Episode 1

The rules are set – Haltech USA and Haltech AUS both have to build a car following these simple rules:
The car must be a 1986 model, the total build budget must not exceed $19,860 and both builds must be completed by Christmas. Easy.

Episode 2

The American Mustang and the Australian Skyline enter the final countdown as both teams rush to finish their builds before the end of week 4. The RB30 goes back in the car and is promptly boosted and intercooled. Dave drops by to re-wire the engine and install an Elite ECU. Team USA overhauls the Mustang’s cabin and installs a Nitrous kit to boost their all-American V8.

Episode 3

The American Mustang and the Australian Skyline enter the final countdown as both teams rush to finish their builds before the end of week 4. The RB30 goes back in the car and is promptly boosted and intercooled. Dave drops by to re-wire the engine and install an Elite ECU. Team USA overhauls the Mustang’s cabin and installs a Nitrous kit to boost their all-American V8.

Episode 4

So who did it better? It’s all up to you – make sure to watch till the very end of the video!
Well, this is the last episode in our 35th Anniversary Special! We got it all done before Christmas, but only just. So, who broke what rules? Who excelled at which challenges? And out of the Mustang and the Skyline, which will be crowned the winner?

What’s so special about Mitsubishi 4G63

Manufacturing everything from air conditioners, forklift trucks, hydraulic equipment, power generators, printing machines, ships, aircraft, and even railway systems, Mitsubishi shied away from mainstream motorsport until the 1960s. 

But it was in the 1980s that the Japanese car maker made its mark on our industry with its factory backed World Rally Championship program and its unmistakable performance platform – the 4G63.

First introduced IN 1980 as a four-cylinder, 2.0-litre, petrol powered, naturally aspirated engine, The 4G63 is a member of the Mitsubishi Sirius 4G6 family.

But today we are looking at its more potent and infinitely more popular version – the turbocharged 4G63T.

Brief History

The 4G63T was first seen in the 1988 Mitsubishi Galant VR-4, then later in the more performance focused Evolution Lancer. 

In North America the 4G63 was available in the higher trim levels of the first and second generation Diamond Star Motors cars, or DSMs for short. These were a series of sport compact coupes wearing Mitsubishi, Eagle or Plymouth badging. 

During the late 1980s the 4G63 equipped Group-A Galant VR-4 carried Mitsubishi to its first outright World Rally Championship victories.

Mitsubishi then homologated the Group-A Lancer Evolution, and, in the hands of Finland’s Tommi Mäkinen, won the drivers’ title four years in a row (from 1996–1999), and, won the manufacturers’ championship in 1998.

The Lancer Evo also dominated the Group-N FIA championship for showroom-ready race cars, winning seven consecutive titles with four different drivers from 1995–2001. Even in 2002, when Mitsubishi came second to Proton in the Group-N rally, it was a 4G63 that powered the Proton to victory!

Mitsubishi’s mainly been associated with rally and circuit racing, but in the last 15 years, the 4G63 engine’s played a huge role in Mitsubishi-powered drag racing vehicles as well.

With each passing year, new records are set and the mighty 4G63 surprises us with times that we never thought would be possible from a 4-cylinder engine. 

STRAIGHT LINE STARS

In the United States, names like David Buschur and John Shepherd pioneered the development of DSMs and the 4G63 for drag racing purposes.

Haltech heroes like Aaron Gregory and Devin Schultz are carrying the proverbial torch with machines that clock off consistent 7 and 8 second ¼ mile times at over 200mph!

Engine Overview

The 4G63 engine uses a cast iron cylinder block and aluminum cylinder head. The engine block houses a forged steel crankshaft and connecting rods, while the pistons are cast aluminum. They use a timing belt (not a chain) to link the crankshaft to the cam gears.

Depending on the variant of 4G engine, they’ve got several different aluminum cylinder heads: a low performing 8-valve single overhead cam head, a better 16-valve single overhead cam head, and the best 16-valve dual overhead cam head – which is also available in different Big and Small port versions.

The single cam head actuates the intake and exhaust valves via rocker arms and the adjustment of the valve clearances is required. The cylinder heads with dual overhead camshafts have been available since 1987. These engines also have rocker arms but with automatic hydraulic valve clearance compensation.

Like Honda’s B and K series engines, the 4G63’s head and block were interchangeable with its longer-stroke sibling, the 4G64 –  Combinations of these two engines can yield displacement increases of up to 2.4 liters.

The 4G63 can still be found in production vehicles today. This means an overwhelming 40 year production lifespan for the little Mitsubishi platform. To add to that, aftermarket support and development are still going strong.

With each evolution of the engine, newer technology and more factory horsepower have been added. The high-flowing aluminum cylinder head and stout iron block now form the foundation for high power production with some examples exceeding 1,000 horsepower and billet block engines have been capable of up to 1700hp.

Things to watch out for

The 4G63 block comes in two variations. 6-bolt and 7-bolt. This refers to the number of bolts holding the flywheel to the crankshaft but is indicative of many other differences throughout the engine. Most notably, the 7-bolt main bearings have narrower journals and are allegedly not as strong as 6-bolt engines, therefore they have become less desirable for high-horsepower builds.

The 7-bolt engines also have a tendency for developing “crank walk” which is when the thrust bearing on the crankshaft deteriorates rapidly, causing big problems in the bottom end as it fails. A point of contention among enthusiasts is that the 7-bolt is not automatically more prone to crank walk and that 7-bolt crank walk’s little more than an internet talk.

Regardless, when purchasing any 4G63 second hand, it’s important to check the crankshaft for play in order to identify an engine that may have a worn thrust bearing and the beginnings of the dreaded “crank walk”.

The 4G63 is originally equipped with balance shafts that are driven by a secondary, rear timing belt. This belt’s prone to breaking and causing primary timing belt failure and resulting in catastrophic engine failure. Deleting these balance shafts and their timing belt is normally one of the first steps any performance minded 4G63 owner takes.

But there is a downside to this – the balance shaft does noticeably reduce engine vibration at idle and cruise speeds, a small sacrifice in a performance engine build.

Tuning options

Haltech ECUs support all forms of 4G63 factory trigger patterns. This includes Evo 1 through to Evo 9  and 1G or 2G DSM as well as the most popular aftermarket crank and cam pickup options on the market.

We also manufacture 4G63  terminated engine harness kits to suit the 1G and 2G DSM configurations as well as  Elite-spec Plug’n’Play adaptors to suit EVO 1 to 9. Basically, if you’ve got a 4G63 we can control it, and we can control it well. They’ve been the heart of many of our personal project cars and development cars – an engine close to our hearts!

Related Links:
Micks Motorsports 1200hp, 8sec Evo
Aaron Gregory’s 7sec Eagle Talon
Shop for Mitsubishi Plug’n’Play ECU systems