Monthly Archives: July 2018
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It's been three months since our loaner Z06 last bellowed throughout the shop, but our ears are still ringing. The C6 is the very definition (more like DEAFinition) of the American sports coupe. Boisterous doesn't even begin to describe our loaner Corvette. By now, though, we all know how hot these cars are, both figuratively and literally. We're finally at the point where we can test and see just how much of that actual heat we can remove with our new aluminum radiator.
Ice Packs
Before we could berate your senses with the full-frontal assault that is the Z06, we had some shop upgrades to fit in. Specifically, we had to make sure that our Dynapack system was up to the task of challenging the ferocious LS7.
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If there's one thing that hasn't ever changed about muscle cars it's that they're hot cars. All the current iterations of American classics have a way of making just about any grade of gearheads neck break as they rumble by, especially when it comes to the latest Mopars. The scalding hot and aggressive looks are enough to sizzle your retinas, and their monstrous V8 actually produces plenty of heat. All that hot coolant needs a place to go, and unfortunately, Chrysler didn't have aesthetics in mind when it came to the expansion tank, as we went over in our last post. Lucky for you, we have a better idea on how to dress up your engine bay.
It might have been a little over a year since I started
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This 2011-2014 Ford F-150 3.5L EcoBoost Catch Can Kit is now on Pre-Sale! Click here to check it out!
Gasoline direct injection (GDI) has existed for over 100 years. Since its introduction into the automotive industry in the early 1950's, GDI has had an off-and-on relationship with cars and trucks. Today, it looks like GDI is here to stay. With more and more manufacturers including GDI across their entire fleet of vehicles, we've seen massive strides in vehicle performance and efficiency. Combine those improvements in GDI with the increasing popularity of turbocharging and we're living in a time where small four- and six-cylinder engines are making more power than their eight-cylinder ancestors, all while using less fuel than some of the smallest engines of the past 50 years.
No technology is without its downfalls, however. GDI has come a long way in 50 years, with most of that innovation coming in the last 20 years. Like all technology, the exponential
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This 2003-2007 Ford 6.0L Direct-Fit Baffled Oil Catch Can Kit is now on pre-sale! Check it out here!
Even if you're good at it, science often takes a long time. It seems like every year we hear about a new scientific discovery that's going to change our lives forever. Within a few months' time, the wonder has faded, and the world has moved on to the next amazing discovery. But science marches on behind the scenes and those wonders live in the shadows until the spotlight is shined on them once again.
Mishimoto isn't immune to the often-sluggish pace of science, but we stick to the age-old adage that if you're going to do something, it's best to take your time and do it right. Better to toil in the shadows than be lazy in the light. After over a year of testing, adjusting, and going back to the drawing board a few times, we finally have a product that we're proud to sell.
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Few activities in the automotive world are less fun than trying to gauge the fluid level inside an aging coolant tank. Like cleaning a bathroom drain, it's a not-so-subtle reminder that no matter how clean you keep the outside, there's something nasty happening inside. In the case of the 6.4L Powerstroke engine, the cast iron block and porous plastic tank mean that a grungy brown blob inhabiting your engine bay is inevitable. Oxides and other contaminates will eventually enter the coolant and be spread across the inside of the degas tank.
Considering even the newest 6.4L is eight years old, cracking and leaks may soon become more pressing issues than just being ugly. We've learned from other vehicles that plastic is a cost-effective and acceptable material for most components in the engine bay;
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We all have that one friend that just can't seem to make up their mind. Indecision isn't just a bad habit for them, it's a way of life. At any minute you're a shrug or an "I don't care" away from utter frustration. I have to level with you folks, I am that person. Which makes it less weird to say that I can identify with the C6. Not so much to sleek body lines and unbridled athleticism, definitely neither of those. It's more so the fact that Chevy nor I can seem to make a lasting decision on anything.
Where deciding on a place to eat might be an example of my struggle with indecision, Chevy's dilemma comes more in the cooling department for their flagship sports car. If you take a look back at our last
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This 2001-2014 Chevy / GMC 6.6L Duramax Transmission Cooler is now available! Click here to check it out!
With so many model years to cover, our biggest challenge would be making one cooler fit them all. But we had a plan.
Our 2001-2014 Chevy / GMC Duramax transmission cooler blog so far has focused on the two stock coolers. We looked at the early, comically small, transmission cooler. We looked at the later, and larger but poorly placed, transmission cooler. Finally, after almost a year of R&D, we get to look at Mishimoto's solution to the stock coolers' shortcomings. But first, we need to take a closer look at one more of the stock components.
At the end of our last post, we mentioned wanting to use one large cooler to fit all 14 model years
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