Well with the release of the all new ELITE turbos just around the corner I decided it was time for the build thread for the test car we finished and delivered a few months ago.
As with any of our product testing is very important to us. With the first versions of the ELITE and ELITE Plus not only did we purchase a car to test them on we also went through tons of heart ache and variations before ever releasing them to the public. Thankfully this time around we had a bit more figured out and pretty much hit the ball out of the park on the first swing. Thank god
There will be a release thread about the all New ELITE turbos mid January but until then this will offer as a little info on not only the new bad ass turbos but also an absolutely stunning build.
This beautiful 2017 came to us with a few minor bolt-ons previously done but the owner was ready for a full build. As always I love to consult people into builds that fit their goals, needs, desires, and budgets. In this case our good customer Andrew wanted an all out, best of the best stock manifold build that would not only be competitive, but also an absolute blast to drive on the street. Andrew attends some of the biggest GT-R events in the US but also half mile AND no prep events in his car. So he needed a very well rounded, controlled car that fit his needs.
With all the options out there these days sometimes the process of picking what works best with what is hard. Unfortunately the rapid growth of social media sometimes paints the wrong or only a partial picture of what is best for the customers wants, and what they actually need to perform. I pride myself in trying to stay very unbiased during this process to clearly explain the concepts. Being a supported installer and reseller of every major brand there isn’t much we haven’t installed, tuned, built, or experienced here at TSM. Thankfully that gives us one of the more well rounded opinions of what actually works vs. what is advertised. As many will tell you I am also the first person to tell you that you don’t need something or if something I make isn’t the best for you. Even if I’m going to make money on it I will not recommend something that I have proven isn’t needed at any given power level.
On Andrew’s car we fitted it with our completely newly designed class legal ELITE Gen II turbos (name to be revealed soon) which took some supporting mods given the power output of these new turbos. We opted to go with our race 3.8 which includes a Sonny Bryant billet crankshaft, upgraded Carrillo rods, completely custom designed billet CP pistons and our custom wet sump oiling modifications.
Usually with the older style ELITE turbos we would go with our Level 1 cylinder heads as the Level 2 fully ported options didn’t really make much difference in power. However with the Gen II design drive pressure has been significantly decreased so adding to the efficiency of the intake system has actually proven to provide gains. In our Level 2 heads a full port job including intake and exhaust is combined with the GSC valvetrain. This includes GSC’s valves, valve guides, conical spring and titanium retainer kit, and billet camshafts.
In order to support the power output several things were needed. First off we were going to have to utilized a 12 injector setup for ethanol since we planned on the Gen II ELITE to make over 1400hp. We installed the normal Fore Triple system that we utilize in 90% of our builds, but we were in need of additional stuff up top to supply the fuel. Andrew decided on the very attractive cast AMS manifold to house his 3rd fuel rail and secondary set of Injector Dynamics 1700cc injectors. With a Fore Innovations fuel rail/regulator combination we assembled all custom PTFE lines to route the fuel through the system and finally returning via the fuel temp / ethanol monitor.
He already had a 4” exhaust so we utilized that system by simply adding the 3.5” ETS downpipes to it. We also upgraded him to the ETS Super Race Intercooler kit to keep those intake air temps in check.
As many of you know we aren’t the biggest advocates of utilizing the factory ECU to control 12 injectors. We also knew that this setup was going to be heavily heavily drag raced so full control was certainly going to be an advantage. We opted to go ahead and upgrade to the Motec M1 to ensure the ultimate tire to pavement performance was available. The capability of the Motec is far beyond the factory ECU at these levels especially when pushing the cars to perform at the race track. The ability to dial in torque management, launch control, traction control and all types of safety cuts is incredibly valuable.
So what were the results? Better than I was even hoping for! You can see below the dyno graph for the *To Be Named ELITE Turbos and the real world performance has been right there to back it up. This car has been drag raced both at no prep events, at the track, half mile raced, and generally just beat the hell out of! Not one single hiccup! I’m sure Andrew will get in here with some impressions for those of you who want some real world data.
Stay tuned to see this car and 3 other Gen II ELITE cars at the GT-R World Cup looking for 7 second passes!