Monthly Archives: June 2021

It's been months of training for our athlete of an F-150. Our regimen for our Raptor's proverbial controlled breathing exercises has come to fruition. Now, though, it's race day, and It's time to see if our deep dive into the V6 Ecoboost respiratory system and subsequent renovations paid off.

First, let's check out the new intake design in its final form. As promised in our last post our intake kit is fully rotomolded. We kept the material consistent for a smooth airflow through the system from the airbox to the turbo inlets. This construction not only aids in a smoother flow but is much less prone to soaking with engine bay heat for lower intake

In the world of high-power trucks, turbochargers are a godsend. No matter whether you're piloting a twin-turbo F-150 or a Cummins-powered heavy-duty Ram, the turbo is what gives your truck the extra kick it needs to get the job done. While vital to generating power, the exhaust circulating through the turbo can also generate the internal combustion engine's arch-nemesis - heat. But don't worry, we here at Mishimoto have you covered, literally. 

For those who don't know or need a refresher, exhaust heat is the primary fuel source for a turbocharger. The turbocharger uses hot exhaust gasses to spin the turbine wheel and force more air into the engine. The side effect of this process is that the turbine housing heat soaks and therefore radiates heat through the engine bay, especially after heavy use. Depending on your turbo, or engine layout, this glowing hunk of hot metal could start transferring that heat into your intake or cooling system. 

The turbocharger is a source of unadulterated automotive bliss. This little compressor injects character into any engine by way of added ponies while making all the right sounds. The biggest downside, however, is the heat that they produce. You're in luck, though, since managing heat is the name of the game here at Mishimoto. 

For those who don't know or need a refresher, exhaust heat is the primary fuel source for a turbocharger. Specifically, the turbocharger uses hot exhaust gasses to spin the turbine wheel and force more air into the engine. The side effect of this process is that the turbine housing heat soaks and therefore radiates heat through the engine bay, especially after heavy use. Depending on your turbo, or engine layout, this glowing hunk of hot metal could start transferring that heat into your intake or cooling system.  

Picture this: You've just bought tickets to one of your all-time favorite artists. They've done nothing but top the charts for decades, and now it's your chance to see them live. You've queued all day for the front row spots, but the time has finally come. The lights dim, and the music starts. It's the opener. A smaller, much less known act that's much more popular overseas. They steal the show. You find yourself with their songs stuck in your head and following them closer than the main act you adore.

What does this have to do with trucks? Well, think of the show as truck shopping. The Big headliner is the F-150, and the opener is the Tacoma. Toyota might not have been in the pickup truck game quite as long as Ford or other brands, but their trucks have become a crowd favorite around the world, and for a good reason. They're tough as nails, and the mid-sized options give them much more flexibility than larger trucks. The Tacoma is a capable truck, but it still could use some help in

Innovation has a trickle-down effect, especially in the automotive world. At the top of most OEM lineups, there is a selection of uncompromised performance machines, lavish land yachts, and sometimes a combination of those characteristics, which we commoners could only dream of affording one day. That is until the brands start adapting their cutting-edge tech for the production line. That said, it was only a matter of time before the Nissan GT-R's DNA started permeating through Infiniti's production line, landing right under the hood of the Q50 and Q60 for the perfect balance of comfort and performance potential. We know that the Q's can do much more, and we're already on the case to unlock more power from this platform.

The VR30DDTT isn't the exact powerplant from the mighty GT-R, but

The continuous cycle of innovation doesn't happen on a whim. There are immense amounts of planning and scheming involved to make sure that these innovations last, or at least ward off the next cycle of innovation a little longer. The same rings true for the intake system in the plethora of Golf MK7 MQB variants. We wanted to pull out all of the stops for our latest edition of this intake design, but we need a solid plan of action to make sure this one lasts.

Our plan is pretty straightforward. More volume and straighten things out. The concept is simple, but we have some innovative twists to throw into the mix, starting with the airbox.

From the factory, this airbox is pretty small and cramped. It houses a dense paper panel filter that is suitable for daily

We've all been there. You're tucked under your car, with your arm slithered up through the nether regions of your engine finger tightening that last critical bolt. It's almost threading in, and you're already daydreaming about how great it's going to be when the car is back on the ground when it happens. The bolt slips out of your grip. It pings off every bit of engine on the way down before dropping in a pocket dimension full of 10MM sockets, never to be seen again. It happens to the best of us.

This exact situation is something that we're aiming to prevent with our Quick Release Clamp clasp design. No matter how organized or careful you are, pieces get dropped or lost while the build happens, or the pin for the clamp containing 20 or 30 or 40+ pounds of boost wiggles out while you're on the road.