Maxxd.com – Modified and Performance Car News

  • LAMBORGHINI HURACÁN ENGINED 1100BHP ENGLER SUPERQUAD CAN GO 217 MPH!

    One of the maddest new cars we’ve seen isn’t actually a car at all. What you’re looking at here, if you can believe it, is a quad bike. And it’s quite possibly the most hilariously terrifying quad bike ever built.

    ENGLER SUPERQUADENGLER SUPERQUAD

    We spotted this lunatic creation at Salon Privé, and it immediately stood out among the fancy Ferraris and Lamborghinis because, well… just look at it. It looks like something that would have been built by Rinspeed in the late-nineties cruising era.

    ENGLER SUPERQUADENGLER SUPERQUAD

    This is the Engler SuperQuad, and it’s been designed to seat two people in a 1+1 configuration. Now, just imagine that for a moment: you’re sitting there in your leathers, gripping onto the handlebars, but there’s no everyday bike engine under your backside.

    ENGLER SUPERQUADENGLER SUPERQUAD

    No, it’s a 5.2-litre V10 from a Lamborghini Huracán – and for extra madness, they’ve strapped a couple of turbos to it. This means it makes 1,100bhp, accelerates from 0-62mph in 2.5s, and goes on to 217mph. On a frickin’ quad bike.

    ENGLER SUPERQUADENGLER SUPERQUAD

    It’s got carbon-ceramic brakes, solid gold badges on the wheel centres, and custom suspension that tilts extravagantly through corners and squats down when you park it. Frankly, it looks like an extremely entertaining way to really hurt yourself. We kinda want one.

    ENGLER SUPERQUADENGLER SUPERQUAD

    Words and photos Dan Bevis

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  • 2JZ 350Z: NATURE VS NURTURE

    There’s something terrifically unnatural about Zane Petty’s 2JZ 350Z. One thing’s for sure, it’s definitely not vanilla; in fact, it’s totally bananas…

    Feature taken from Banzai magazine. Photos: Viktor Benyi

    There’s a lot to be said for humans just taking a step back and letting nature do its thing. Yes, we like perfectly manicured lawns, but letting a few weeds and wildflowers peep through is good for the bees, isn’t it? And if there’s one thing the world really needs right now, it’s more bees.

    However, life in all its disparate aspects is primarily about balance. Nature and nurture working hand-in-hand. Take the humble banana, for instance – the type you find in the supermarket (the Cavendish banana, fact fans) literally could not exist in the wild; every single banana you’ve ever eaten has been an asexual clone, artificially inseminated by humans in a process called parthenocarpy. And vanilla – the artificial insemination of vanilla orchids (using a blade of grass to open the flap that separates the male anther from the female stigma, then smearing the sticky pollen from the former over the latter with your thumb) is so labour-intensive that it’s the second-most expensive spice in the world after saffron… and yet humans keep doing it because nature won’t satisfy our gratuitous whims all by itself.

    2JZ 350Z2JZ 350Z

    The point of all this is that cross-pollination and overt human intervention are necessary for our basest pleasures, and the 350Z you see before you throws this all into sharp focus. The brainchild of a vividly imaginative Chicagoan enthusiast by the name of Zane Petty, it fuses all manner of unnatural ideas to create something truly spectacular. Sure, he could have just bought himself a 350Z and kept it stock, and he would have had a jolly nice time zipping about in it as they’re bloody good cars. But that’s not the way this game is played. You don’t read this magazine because you’re interested in people reviewing day-to-day life in standard cars. So you’ll be pleased to learn that Zane’s full-on custom Nissan is packing a mighty blown Toyota engine among its assorted tricks. All thoroughly unnatural, which is precisely what we like.

    “This is the third car that I have modified, but definitely the first one I have built,” he assures us, and the definition is essential – there’s a world of difference between applying bolt-ons and tearing something down to reimagine it anew. “Before this I was into Euros, and had a B5 Audi S4. This was the first car I learned to really wrench on, it was a super budget build while I was in college. But I had wanted a 350Z since I was in middle school; I had a poster on my wall as a child that now hangs in my garage! I loved the style, and I love that everything on the car has a Z on it… even though the fenders are all that’s left now.”

    2JZ 350Z2JZ 350Z

    The vision in Zane’s head was of a tastefully modified black 350Z; indeed, he’d already built a black one in his imagination so he knew exactly what he was looking for. However, dreams and reality seldom synthesise in the most logical way, and instead of buying a standard car to act as a blank canvas, Zane’s attention zig-zagged askew when he saw a supercharged version advertised which really tickled his pickle. “It was three hours away, and really overpriced,” he recalls, “and owned by a guy who really didn’t know anything about the car.” Sounds like a strong basis for a happy relationship, then. And as is so often the case, buying someone else’s project turned out to be a bit of a pain in the backside; adding a Vortech supercharger to that VQ motor is unquestionably a recipe for thrills, especially with 375 horses in your skyrocket, but the dodgy state of tune meant that it blew up before long. “I destroyed that motor when the crank decided to bounce around inside it,” he deadpans. “So the car went to Touge Factory outside of Chicago to get a fully built VQDE with a brand new Vortech supercharger. That motor had a million issues keeping the belt on though; I towed it down to Dynosty in Louisville, Kentucky for them to fix it and give me more power. I was pleased with the shop’s efforts, but sadly not with the outcome – so I decided to swap the motor myself.”

    2JZ 350Z2JZ 350Z

    A reasonable response, although this was no logical plan to simply swap in a fresh new VQ V6 and make the car happy in its established niche. No, after these various machinations, Zane was adamant that he needed to level up, and installing the revered and iconic Toyota 2JZ-GTE straight-six was the way to do that. And so, in his garage with his own two hands, that’s precisely what he did. “The car only left my garage for fab work and tune,” he’s keen to point out. “The whole build was done by me and a couple of friends with hand tools; the motor and tune was done by Sound Performance just outside of Chicago. In choosing parts I really didn’t want to cheap out on anything or miss anything I would regret later, and the build all went pretty smoothly – from pulling the motor to it being tuned and running took around eight months. The only really significant hurdle I faced was on the day it was going in to be tuned, and the car caught fire! The turbo was thought to be ruined; I had a BorgWarner S366, and in that moment I decided to go with a Precision 6766 instead.” Blessing in disguise really, as that mighty Precision turbo is a superb flourish on top of a beautifully built engine: Zane tore the whole 2JZ down and rebuilt it afresh, adding in BC 264 cams, BC springs and valves and re-angled valve seats at the top end, with fuelling uprated via a Walbro 450 pump and FIC 1300 injectors. The Mishimoto catalogue was comprehensively raided, yielding an intercooler, radiator, fans, catch can, power steering reservoir and coolant overflow, and custom downpipes were crafted to mate the Supra Store 2JZ manifold to the hardcore Z1 350Z dual exhaust system. A few other tricks and tweaks, the sensible addition of an ECUMaster EMU Black ECU, and mapping by the legendary Turbo Joe, and the 2JZ was making a neat 500bhp at 15psi. Given how ludicrously strong the 2JZ is, that’s power Zane can use all day and every day.

    2JZ 350Z2JZ 350Z

    There’s more to this build than that engine swap of course, that goes without saying. The two-jay-zee may be the big-ticket item, but you don’t see that when this thing rolls into the showground and airs out. What you do see is an absolutely killer stance thanks to an Air Lift Performance setup carefully tweaked for the perfect fitment. The wheels sit supremely flush, having been precisely crafted to do so by 5One Customs in California – they’re iForged Senekas, in staggered widths with the rears measuring a massive 11-inches wide, an effect impressively enhanced by the application of sparcely-treaded 265-section R888s. It’s part of a full-on because-race-car vibe that extends to the Corbeau buckets and harnesses in the interior, genuine NISMO sideskirts, and that perky Rocket Bunny ducktail. And we just love the fact that beneath that striking spoiler you’ll find a boot build panelled with real wooden planks – just one of a plethora of amusingly jarring and unexpected details that this home-built hero loves to serve up.

    “The car is mostly used for shows and events, although occasionally I’ll take it to work,” says Zane, no doubt winning the office car park on those particular days by quite some margin. “People’s reactions are amazing; if someone knows the car when I pull into a meet, there will be a swarm around it by the time I park! I love that people truly appreciate the project, and see it for a complete build that flows from the engine bay all through the car.” Unsurprisingly, after all this time and effort, he just can’t stop tinkering with it. Well, you would, wouldn’t you? These things have a habit of getting under your skin – so before too long it’ll be sporting a vented carbon bonnet, an upgraded fuelling system to properly cope with E85, and hopefully somewhere in the region of 600bhp. Or more. You know these 2JZs can take it!

    2JZ 350Z2JZ 350Z

    The entire process is wholly unnatural of course, but that’s what makes it so enthralling; the savage cross-pollination of Nissan and Toyota, taking the best elements of both to create something stellar and unique. It’s the tastiest vanilla-banana milkshake you can imagine… with a lingering aftertaste of race fuel.

    Tech Spec: 2JZ 350Z

    Engine:

    2JZ-GTE VVTi 3.0-litre straight-six, Precision 6766 turbo, re-angled valve seats, BC 264 cams, BC springs and valves, Titan crank pulley, Supra Store exhaust manifold, Perfect Tuning intake manifold, custom downpipes to Z1 exhaust system, custom intercooler piping, Mishimoto intercooler, Mishimoto radiator, Mishimoto fans, Mishimoto catch can, Mishimoto power steering reservoir, Mishimoto coolant overflow, Drift Motion idle motor, Walbro 450 fuel pump, flex fuel sensor, Aeromotive fuel regulator, FIC 1300 injectors, carbon fibre spark cover, CD009 transmission, Collins Garage swap kit, Collins Garage Stage 5 clutch, ECUMaster EMU Black ECU, Wiring Specialties harness, tune by Turbo Joe

    Power:

    500bhp @ 15psi

    Chassis:

    Custom 9.5×18-inch (front) and 11×18-inch (rear) iForged Seneka wheels (built by 5One Customs, California), 225/35 Yokohama tyres (front), 265/35 Toyo R888 tyres (rear), Air Lift Performance V2 air-ride, 350Z Brembo brakes with custom powdercoated gold calipers, stainless brake lines

    Interior:

    Corbeau seats and harnesses, K Bar harness bar, Status full carbon steering wheel, NRG quick-release, Likewise gearknob, AEM wideband and boost controller/gauge, custom wood boot build with Air Lift tank

    Exterior:

    KBD V2 front bumper, NISMO sideskirts and rear add-ons, Rocket Bunny wing with custom rivets, tinted taillights, headlight eyelids, carbon fibre rear diffuser

    Source

  • 2022 Audi E-Tron GT brings the heat, then gets rid of it

    The reveal of the production version of the 2022 Audi RS E-Tron GT electric grand tourer is set for early 2021, but Audi on Thursday revealed more of what makes the Porsche Taycan-based 4-door coupe tick. Specifically, Audi shared information on the car’s suspension and thermal management system.

    The E-Tron GT rides the same J1 platform as the Porsche Taycan and is very similar underneath. The cars were developed together and tuning was done by each company. Like the Taycan, the E-Tron GT will use a three-chamber air suspension and adjustable, adaptive dampers at each corner. However, Audi’s RS division tuned the suspension to make the car feel like an Audi, with soft Comfort mode settings and firmer Dynamic settings.

    2022 Audi E-Tron GT prototype suspension and electric drive units

    2022 Audi E-Tron GT prototype suspension and electric drive units

    2022 Audi E-Tron GT prototype suspension

    2022 Audi E-Tron GT prototype suspension

    2022 Audi E-Tron GT prototype three-chamber air suspension

    2022 Audi E-Tron GT prototype three-chamber air suspension

    The air suspension will also be able to raise and lower the car. From its normal ride height, the suspension will drop 0.4 inch in Dynamic mode, and 0.87 inch in Efficiency mode. The car will also raise 0.8 inch in Comfort mode.

    Audi will also outfit the E-Tron GT with rear-axle steering that will make the car turn sharper at speeds less than 31-37 mph, depending on the driving mode, by turning the rear wheels up to 3 degrees opposite of the fronts. At higher speeds, the rear wheels will turn with the fronts to improve stability.

    Buyers will have a choice of three wheel sizes. The 19s will be the lightest wheels at 27.5 pounds each, 20s will be the most aerodynamic, and the 21s (shown on the prototype model pictured here) may be the most attractive.

    2022 Audi E-Tron GT prototype

    2022 Audi E-Tron GT prototype

    2022 Audi E-Tron GT prototype

    2022 Audi E-Tron GT prototype

    2022 Audi E-Tron GT prototype

    2022 Audi E-Tron GT prototype

    The wheels will hide three types of brakes. Carbon-ceramic brakes with 10-piston front calipers will provide the most stopping power. Tungsten-carbide coated brakes will also be offered. These are essentially Porsche’s PSCB brakes with a thin layer of tungsten-carbide coating that reduces brake dust and prolongs brake life. Standard iron brakes will serve as the base setup.

    Audi has talked about the motors and performance of the car when it debuted as a concept at the 2018 LA Auto Show, but the company also shared more information. The E-Tron GT will come with a 235-horsepower front motor and a 449-hp rear motor that will combine to produce 590 hp and up to 640 hp in an overboost mode. The front motor will have its own single-speed transmission and the rear motor will have a 2-speed gearbox.

    We previously reported that the E-Tron GT will be able to accelerate from 0-60 mph in 3.5 seconds, but now we know it could be slightly quicker than that as Audi quoted the same time for the 0-62 mph run. The 0-60 mph time could be a tenth or two quicker.

    2022 Audi E-Tron GT prototype electric all-wheel drive

    2022 Audi E-Tron GT prototype electric all-wheel drive

    2022 Audi E-Tron GT prototype electric motor cooling

    2022 Audi E-Tron GT prototype electric motor cooling

    2022 Audi E-Tron GT prototype lithium-ion battery

    2022 Audi E-Tron GT prototype lithium-ion battery

    That high power delivery—and the E-Tron GT’s high-power fast charging—will demand a lot of cooling. Liquid cooling will make performance repeatable and precondition the 83.7-kwh (net) battery for fast charging. 

    The battery will be made up of 396 pouch cells in 33 modules and sit within the E-Tron GT’s flat skateboard-style platform. Four liquid cooling circuits will be connected by valves. One circuit will be dedicated to the high-voltage battery, and another will handle the electric motors and power electronics. Another system will condition the interior.

    Audi previously said the E-Tron GT will be able to fast charge at up to 350 kw. Now, following what’s permitted so far for the Porsche Taycan, Audi says it will take a fast charge as high as 270 kw, which is still quite fast. The cooling system will come into play for charging as well as it will condition the battery to handle that type of charge. In fact, if the driver programs in a fast-charging destination, the system will pre-condition the battery starting a half hour before arrival.

    The E-Tron GT will be part of Audi’s planned 30 electric and plug-in vehicles on offer by 2025. The company also said it will be part of a three-pillar strategy for Audi RS, which will consist of emotional electric cars, emotional internal-combustion-engine cars, and performance plug-in hybrids.

    Source