Performance Car & Tuning Lifestyle
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Evo X Injector Installation How-To | Choosing the Right Mitsubishi Evolution X Fuel Injectors

Evo X Injector Installation How-To | Choosing the Right Mitsubishi Evolution X Fuel Injectors

Considering Upgraded Evo X Injectors? Wondering if You’ll Need to Purchase an Evo Fuel Rail Adapter or Mitsubishi Fuel Pressure Regulator? Those Questions Answered in our Evo X Injector Installation Guide!

Did you know that MAPerformance has a technical section where you can post how-to articles and installation guides? As enthusiasts, we’re always looking for great, informative tips for…

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DiabloSport F150 EcoBoost Tunes | DiabloSport announces Intune and Trinity modules for 3.5L Ecoboost Ford’s!

DiabloSport F150 EcoBoost Tunes | DiabloSport announces Intune and Trinity modules for 3.5L Ecoboost Ford’s!

Looking for a little extra performance from your EcoBoost powered Ford pickup? Look no further than the DiabloSport F150 Intune and Trinity tuning modules!

DiabloSport has spent many long nights analyzing the performance qualities of the stock F150 EcoBoost platform. In the end, the DiabloSport F150 ECU tunes perfectly provide a mixture of balance and performance. It’s everything F150 owners have…

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SCCA Solo Tour in a Street Touring Ultra built Evo 9!

SCCA Solo Tour in a Street Touring Ultra built Evo 9!

As you may have read here on our blog, MAPerformance offers sponsorship’s to drivers across various different racing outlets. These outlets include autocross, drag racing, and road course competitions like the SCCA Solo Tour. For more information on what it’s like to be a sponsored driver, as well as tips on how to obtain a sponsorship, check out this blog postfrom a few months ago! Have…

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Torque Solution New Product Release | HKS BOV Adapter, Focus ST Exhaust Mount, and MORE!

Torque Solution New Product Release | HKS BOV Adapter, Focus ST Exhaust Mount, and MORE!

Torque Solution launches new products, including Focus ST Engine Mount, Genesis 2.0T Throttle Body Spacer, HKS Blow Off Valve Adapter, and Subaru MAF Delete Plates! logo

Torque Solution has released a new line of performance parts for various models including the Subaru WRX / STi, Neon SRT4, Honda S2000, and Hyundai Genesis 2.0T and Sonata’s. Be sure to check out these great items, and more on our Tor…

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FR-S / BRZ Turbo Kit Installation Guide now available!

FR-S / BRZ Turbo Kit Installation Guide now available!

We finished an installation of our FR-S / BRZ Turbo Kit in a customer car over the week, see the how-to in the link below!

Who loves boost? MAPerformance does, and so will the owner of this World Rally Blue BRZ after a few minutes behind the wheel. Our FR-S / BRZ Turbo Kit has been making a name for itself with great reliable power and a sweet soundto boot! So, while we were talking with the…

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2015 WRX Tuning : Cobb Tuning Accessport AP3-SUB-004

2015 WRX Tuning : Cobb Tuning Accessport AP3-SUB-004

2015 Subaru WRX Cobb Tuning AccessPort Released! Cobb Tuning Accessport 2015 Subaru

2015 Subaru WRX Cobb Tuning V3 AccessPort

Earlier today Cobb released news of a firmware update coming in the next 7-10 business days. This firmware update will allow AP3-SUB-004 (2015+ STI AP) to be used with your 2015 WRX. This update is something many 2015 wrx ownershave been patiently waiting for. The initial firmware will include Stage 1 maps…

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USA Made Turbo Flanges | Mild Or Stainless Steel Turbo Inlet & Discharge Options

USA Made Turbo Flanges | Mild Or Stainless Steel Turbo Inlet & Discharge Options

Turbocharger Flanges | Turbo Exhaust Flanges Turbo Flanges

Squirrelly Performance 304 Stainless Or Mild Steel Turbo Flanges

Squirrelly Performance offers a large assortment of both Mild Steel & 304SS Turbo Flanges for your custom fabrication projects. Each flange is precision Laser Cut and CNC Machined to ensure a perfect fit to your turbo components. Choose from our extensive line up of Turbo Inlet Flangesfor…

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AEM Wideband 30-4110

AEM Introduces New Digital Wideband UEGO Controller Gauge With Bosch 4.9 LSU Sensor

We’re all familiar with the AEM 30-4100 UEGO Wideband. Heck, it’s been our top selling part number since they were first released by AEM Electronics. As of this morning we’ve received news that a new budget friendly ($167.99) AEM Uego Wideband Controller is hitting the streets. This new AEM 30-4110 utilizes a superior Bosch 4.9 LSU sensor and will be taking place of the current 30-4100 part number in the AEM wideband line up. Read the formal press release below or click the image below to view the hottest new product of 2014 on our site!

Shop AEM Widebands Today!

Shop AEM Widebands Today!

AEM Electonrics has released its new Wideband UEGO air/fuel ratio Controller Gauge (AEM 30-4110) that uses the Bosch 4.9 LSU sensor. The 30-4110 wideband UEGO AFR gauge will supersede the 30-4100 AEM Wideband UEGO Gauge that uses the Bosch 4.2 LSU sensor and the AEM 30-4100 will be discontinued as soon as existing inventory is exhausted. Inventory on the 30-4100 is anticipated to be exhausted sometime in August 2014. Expanded availability of the 4.9 LSU sensor facilitated the change to this new gauge. For the foreseeable future all other AEM Wideband air/fuel products will remain unchanged and will continue to utilize the 4.2 LSU sensor.

The new 30-4110 Wideband UEGO Controller gauge is cosmetically identical to the original 30-4100 gauge.

The Bosch 4.9 LSU sensor has a faster light off time and draws less current than the 4.2 LSU sensor used with AEM’s 30-4100 Wideband UEGO Controller Gauge. The 4.9 LSU sensors feature the same fuel compatibility as the 4.2 LSU and NEVER require free-air calibration when used with AEM’s 30-4110 Wideband UEGO AFR Gauge.

The new 30-4110 Wideband UEGO Controller Gauge has the same display range and includes the same calibrated scale on its 0-5v output (10-20 AFR), for data logging or closed-loop feedback control when used with a standalone ECU.

  • Display/Output Gasoline values from 10 to 20 :1 AFR
  • 0-5V Output E85 values from 6.6 to 13.2 :1 AFR
  • 0-5V Output Ethanol values from 6.14 to 12.3 :1 AFR
  • 0-5V Output Methanol values from 4.4 to 8.8 :1 AFR
  • Display/Output Lambda values from .68 to 1.36

The 30-4110′s 4.9 LSU sensor uses a different connector than the connector used with the 4.2 LSU sensors included with the original 30-4100 gauge controller. The sensors are not interchangeable between the two gauge controllers in any way, including changing connectors on the gauges.

AEM’s digital gauge-type controllers feature a LED display and sweeping LED “needle” that changes colors as AFR changes from rich to lean, a 52mm (2-1/16″) gauge housing that fits in most gauge pods, and they can be remotely mounted virtually anywhere. AEM’s legendary Wideband UEGO (‘you-way-go’) Air/Fuel Ratio Controller Gauges unite accuracy, speed and control with an easy to read, digital interface. AEM created the first wideband controller and gauge combination in 2004.

30-4110 Wideband UEGO Controller Gauge Features:

  • Bosch 4.9 LSU wideband sensor and weld-in bung included
  • No free air sensor calibration required—ever
  • 52mm (2-1/16″) gauge housing
  • 0-5v analog output (10-20 AFR range only)
  • Interchangeable black/white faceplates and black/silver bezels included

Other AEM Electronics products you may be interested in:

Failsafe Wideband / Boost Gauge (30-4900)

AEM UEGO (30-4100)

New AEM 30-4110 Digital Wideband Uego Controller We’re all familiar with the AEM 30-4100 UEGO Wideband. Heck, it’s been our top selling part number since they were first released by AEM Electronics.
FR-S Turbo Kit Install

Click the image to purchase your Subaru BRZ / Scion FR-S Turbo kit!

Part Three in our Four Part Series: How to install a Scion FR-S turbo kit!

 Part 2 | Part 4

In the last step, we installed the entire hot side components along with the turbocharger and oiling components for our BRZ / FR-S Turbo kit. In this part, we’re going to modify the crash bar to allow us to install the front mount intercooler, intake piping, and charge piping. Lets get started! To modify the crash bar, place the supplied intercooler on the bar. Line up with the intercooler holes with the pre-drilled holes on the crash bar. With a marker, indicate where you’re going to make your cuts. See the image for an example. With your cutoff wheel, slowly make the cuts on your lines. Flatten the metal you cut and trim away where it overlaps the lower area you cut. Using a welder, place spot welds on the crash bar so the trimmed area lays flat against the front of the bar. This will give the bar a little more strength. Take a look at the photo’s for clarification. You’re essentially making room for the intercoolers inlet/outlet pipes. If you are not a skilled welder, you may purchase a pre-modified crash bar from MAPerformance. Contact us for details on that! After modification is complete, attach the FMIC to the crash bar with supplied hardware. You may then install the crash bar/FMIC combo back on the car.

Next, reinstall the windshield washer fluid reservoir. You’ll also need to relocate the horn that would have mounted on the crash bar. We removed the factory bracket and put ours directly below the other horn, but any hole will do as long as it doesn’t interfere with other parts.. Moving onto the charge piping, install the hot pipe first. For all couplers and pipes, leave them loose. This makes finding the pipe orientation much simpler in the end. Attach a 2.5″ 90* coupler from the turbo, parallel to the crank pulley. Using the long 90* bent pipe, attach the long leg to the compressor outlet. You should have an open pipe facing up. From there, use the 180* pipe to attach it to the intercooler inlet.

Next, use the 70* pipe and attach the short leg to the intercooler outlet. Connect the reduced end 45* MAF/BOV pipe to 70, then attach it to the throttle body. Use the pictures for reference / help figuring out which ends attach where.

For the intake pipe, the mounting tab will attach to the core support, so we need to install that first. It should fit nicely over the charge piping. If it doesn’t, go back and redo them. Take a look at the pictures if you need help. Install the intake pipe with the tab on the outside and the 90* bend directly in front of the radiator. You’ll use a bolt from the factory airbox to fasten the tab to the core support. Make sure the filter doesn’t interfere with the crash bar/core support when you install it. Tighten all the clamps on every coupler we just installed.

Next, install the hood latch. Run the cable under the charge piping and use the factory bolts to attach to the new support. With the intake piping done, locate the wires on the new fan you installed earlier. Cut off the plug, strip the ends of the wires, and crimp on female spade connectors. The factory harness (hot side) wires will be the same color as the new fan wires that we just put female connectors on. All you need to do is match them up by color. You may also shrink wrap them or tape them, but the connectors should hold it sufficiently.

Now that your intake setup is complete and your slim fan is wired up, we need to get to modifying the fueling system. Take a look in step 4!

 Part 2 | Part 4

Click here to purchase your BRZ / FR-S Turbo Kit!

Subaru BRZ / Scion FR-S Turbo Kit Install! Part 3 Part Three in our Four Part Series: How to install a Scion FR-S turbo kit!  Part 2 | Part 4…
BRZ Turbo Kit

Click the image to purchase your FR-S / BRZ Turbo Kit!

Part Two in our Four Part Series: How to install a Scion FR-S / Subaru BRZ turbo kit!

Part 1 | Part 3

In part one we showed you how to remove most of the components needed to install the turbocharger setup, as well as how to modify the fan and radiator assembly to make room for everything. In this step, we’re going to show you how to install the downpipe, exhaust manifold, and get that turbo clocked and facing the right direction!

Start by removing the stock oil pan. It is held on by twelve 10mm bolts. Gently tap the pan with a rubber mallet to help break the gaskets seal. When you’ve gotten the pan off, thoroughly clean the mating surface with a razor blade, scotch pad, or soft wire brush. REMOVE ALL CONTAMINANTS to ensure the new gasket seals. The kit includes a weld-on return bung which requires drilling a hole and welding the fitting on the pan, or include the option of a pre-modified oil pan which has a larger capacity and threaded spot for a return bung. Depending on your automotive knowledge, the MAP pan may be the best option. Whichever route you chose, apply gasket maker to the pan and install using the supplied hardware. OEM pans will be torqued to 89in-lbs, while the larger MAP pan should be torqued to 110in-lbs. Remember to install the drain plug before moving onto the next step.

With the new pan on, install your oil return fitting. Lubricate the push-on fitting ends to make them easier to assemble. Remember to use gasket material on the threads of the fitting to prevent leaks. Install the FR-S / BRZ Turbo kit exhaust manifold next. You should be able to reuse you factory gaskets unless they’re blown out. Ensure clearance around the oil pan and return line before tightening the bolts. With the manifold on, clock the oil return lines so they don’t touch the exhaust. With the manifold and oil return line ready to go, lower the vehicle and install the oil feed lines and fittings. Remove the 8mm allen cap on the block and install the supplied dowty washer and reducer fitting to the -4an feed fitting. Remember to use sealant on these fittings also. Wait to tighten the feed line fitting until you have the turbo oriented correctly, which is what we’ll do next.

Install feed and return fittings on the turbo housing using the supplied hardware and gasket sealant. Loosen the bolts on your turbo’s center section to allow rotation of both the compressor and exhaust housings. Attach the exhaust housing to the manifold using the supplied hardware and threadlocker. Rotate the center section so the feed line is facing up. Tighten the exhaust housing bolts. Rotate the compressor side until the turbo outlet is facing down, parallel to the crankshaft pulley with approximately 1″ of clearance. See photo for example. Tighten the compressor side bolts.

Assemble your Wastegate. Since our car here will not be using an external boost controller, we’re going to plug the top fitting and just run boost reference from the compressor housing. Attach the Wastegate to the manifold and leave the clamps loose until we can find the correct orientation.

With the wastegate installed on the manifold, we’re going to attach the downpipe next. But before we can do this, we need to wrap it with heat tape. If you’ve never done this before, it’s fairly straight forward. You’re going to need to soak the tape for an hour or so before you wrap it. As it dries, it will shrink around the pipe, sealing it and reducing engine bay temps all at once! With the tape wet, start at one end of the pipe and work your way down, overlapping slightly as you go. You shouldn’t need all of the tape, but make sure to use enough! When the pipe is completely wrapped, use a metal zip tie or hose clamp to keep it from coming un-wrapped. Set it aside and let it dry. When dry, attach the re-circulation pipe to the downpipe. See the image for correct orientation. When the recirc pipe has been successfully attached, you may tighten all clamps to finish this step.

In the next step, we’re going to modify the crash bar and get the cold side piping installed.

Part 1 | Part 3

Click here to purchase your FR-S / BRZ Turbo Kit!

Scion FR-S / Subaru BRZ Turbo Kit Install! Part 2 Part Two in our Four Part Series: How to install a Scion FR-S / Subaru BRZ turbo kit!