The head wasn’t straightforward, either. The team at JWT planned for a prototype intake camshaft, but it required larger custom valve buckets to prevent the camshaft from running off the edge of the bucket. Aside from the aforementioned avoidance of VVEL, the nice part of sticking with the VQ35HR head is it features a Direct-Action Mechanical Bucket (DAMB) design and no rocker arm system.

“That means, even at high revs, there’s no chance of rockers going flying. Plus, the system is quite lightweight and allows for high-revs, without excessively large valve springs,” says Anis.

To accommodate the cams’ larger lobes, they machined grooves in the head and valve covers to offer more clearance. The 14.8:1 compression ratio and tendency to run pump fuel meant they had to choose their cams wisely. “You can pair long duration with high compression,” adds Steppler. “With Canadian 94-octane fuel and a race gas octane booster, there’s still good knock resistance.”

Maximizing Airflow

Continuing the theme of “bigger is better” into the cylinder head, oversized Supertech 38mm lifters on the intake side mean more airflow capacity for aggressive cam profiles, while the DLC coating means less friction. On the exhaust side, they didn’t need to generate as much lift, as the stock 34mm lifters produce peak flow at lower lift.

All said and done, this monstrous engine makes a whopping 537 horsepower and 410 lb-ft of torque — making it the most powerful naturally-aspirated VQ engine in the world. Designed for road racing, the engine makes a usable 350 lb-ft of torque at just 3,500 rpm — and it’s planned to be even torquier with the usage of new and exciting technology.
Anis deliberated between different trumpet sizes for the engine’s individual throttle bodies and eventually decided on the 57mm trumpets for the best top-end power.

Going Greener

There are plenty of qualities distinguishing Anis from the typical engine tuner. Not many professional tuners can wheel a racecar quite like Anis can, and even fewer have a vested interest in developing EV technology. In addition to running OnPoint Dyno, Anis recently started another business catering to the modification of Teslas and other EVs. It’s a niche market, without a doubt, but Mountain Pass Performance keeps the hot rodder’s dreams alive in a rapidly changing world.

In an attempt to use the skills honed in both businesses while pushing the VQ further than anyone, he’s taken on another Herculean task. Much like with the VQ build, he’s brought in some very capable people to help him forward.

Two companies are assisting in the build, the first of which is MoTeC. Through his tuning business, Anis is well-versed with the MoTeC ECUs and motorsports electronics — so much so, that MoTeC elected him to be its Canadian distributor. He plans to use his MoTeC expertise to control an electric motor, which he’ll fit to the VQ.



The motor will come from a Swiss company called PhiPower, which produces the compact powerplants for Formula E. In addition to adding roughly 200 horsepower, the motor’s additional 45 pounds shouldn’t upset the car’s weight distribution. In fact, Anis plans on mounting it in the center of the car, right in the transmission bellhousing, then removing the alternator, starter, and clutch to offset the weight added.

The batteries, sourced from a BMW i8, are some of the few light enough to fit Anis’ goals. Six of them will be used to provide the extra 200 horsepower he’s after. The electric motor will take the place of the old clutch and flywheel, accept the combustion engine’s power, and send it back through the Xtrac sequential transmission.

To keep the weight distribution ideal, Anis will mount the heat exchanger and batteries at the rear of the car. The inverter is an item from Cascadia Motion, who builds inverters for modified hybrid hypercars and even Formula 1. As with everything on the combustion side of things, he’s only using motorsport-grade products with this unique powerplant.

Uncompromised and stretched to its limit, this barking V6 demonstrates what an ambitious and ingenious privateer team can do when it’s free from regulations. They are driven by a bit of underdog enthusiasm, and keen on getting every iota of performance out of the stout and capable powerplant. With performance that rivals some of Porsche’s best, this singular creation is an inspiration to us all.
“The motor is like artwork. I’m almost sad to hide it in the bellhousing,” said Anis.

More Sources

Bryant Racing Crankshafts
https://www.bryantracing.com
(714) 535-2695
Dailey Engineering
https://www.daileyengineering.com
(951) 296-2110
King Engine Bearings
https://www.kingbearings.com
(973) 857-0705
JE Pistons
https://www.jepistons.com
(800) 5PISTON
Total Seal Piston Rings
https://totalseal.com
(800) 874-2753
Swain Tech
Swain Tech Coatings | Industrial Coatings | High Performance Racing Coatings | Technical coatings to solve problems of heat, wear, corrosion, and friction
(585) 889-2786
Supertech
https://www.supertechperformance.com/
(40 448-2001
MoTeC
https://www.motec.com.au/
(704) 799-3800
Cascadia Motion
https://www.cascadiamotion.com/
503-344-5085
Jim Wolf Racing
http://www.jimwolftechnology.com/
(619) 442-0680