I am beyond proud to introduce to the entire industry our all new TSM R35 Billet intake manifold!!!
I feel there are a lot of products on the market for these cars that have been produced simply because they would sell. Maybe you have company X who produces a part and then company Y decides they want a share of that market so they come out with a similar or exact part. I want to make it very clear off the bat that this was not the reasoning behind commissioning an all new intake manifold to be designed.
This market and the leaps and bounds of advancement we are all making is frankly astonishing and unparalleled in models that preceded the R35. Every single year the bar is raised as the top shops in the world seem to continue to find new ways to push the limits beyond what any of us could imagine. That said, a couple years ago I began to be concerned about a few key parts to our big builds that I personally felt were not optimal when pushing the absolute limit of every little orifice in this 6 cylinder engine.
The further we push the smaller the margin of error becomes in a plethora of parts that we bolt on these engines. Where a few years ago small inconsistencies or a lack of optimization might have not shown detrimental sings of reliability and performance, I no longer believe that is the case. I am supremely confident that as we continue to push these cars that they’re demands will far surpass what simply “works”.
Two years ago I sat down with a man I consider a “grandfather” to the industry (sorry Keith). I often feel the import performance world does not realize or respect the level of expertise that has been gleaned over the years by the people who laid the groundwork for the performance industry. I informed the guys at Wilson about the aforementioned worries of mine along with the characteristics I would like to both promote and avoid. I was very clear that if we were just going to create another option that I did not want to pursue it. Return on investment in a situation as complicated as a proper intake manifold when catering to a market as small as the GT-R is a very difficult thing to achieve. Producing something with the same troubling characteristics was not something I was interested in.
I’m sure a lot of you have never heard of Wilson manifolds. Keith is one of those old school racers who doesn’t have an updated website, doesn’t post all over facebook or social media, him and his team just design and produce products for some of the most badass projects on the planet. To give you a little glimpse the guys at Wilson have designed and produced for companies like GM Racing, Ford, Mopar, TRD, Edelbrock, Dart, Fast Comp, Profiler, RIVA and more. They have been building NASCAR manifolds for winning teams for just over 35 years. Over 20 NHRA ProStock Championships have been won with the assistance and products from Wilson. They have wins and or championships in NASCAR, IMSA, GRAND AM, TRANS AM, FUNNY CAR, ARCA you name it! Their manifolds are on many Offshore boat racing teams including the multi year champion Miss Geico boat. Their manifold is on the fastest piston car in the world holding a load speed record. The list goes on and on. ALL of that over their 35+ year span has been designed and manufactured 100% in house. To say this company knows that they are doing is an understatement of epic proportions!
Long story long, Keith and the engineers at Wilson agreed and we went to work. When I say two years of straight development I am not kidding at all. I sent the first stock manifold along with a long block to them in November of 2016, and we have not stopped chasing perfection since.
Through this process I’ve learned a lot about production, machining, and the processes involved. I think the biggest thing I came to realize is that there is the best way to do something, and an easy way to do something when it comes to developing a product with this level of precision and intricacy. Completing a project of this nature has been an eye opening experience that has granted me deeper insight to where corners are cut in all realms of the manufacturing world.
Our first objective for this product was to ensure that everything was in complete balance for the engines sake. While I wanted to increase flow over the rest of the market share this was not our primary objective. After years of taking these cars apart and tuning them in house we have seen the variations in things like EGTs, air to fuel ratios per cylinder, and fueling patterns. This manifold’s primary goal was to unify the engine’s power making components and to eliminate variables that will cause issues as we continue to push the platform.
Essentially we designed all the features of this product inside out. We (mostly Wilson LOL) formed the plenums, runners, and fuel spray angles all for maximized efficiency based all on Wilson’s prior knowledge. Then they started working on how to make everything fit, function, and fasten together practically. We designed the entire manifold around the massive runner sections, designed the angles at which the injectors would spray, then figured out how to make the 3rd fuel rail work with design of the injector ports, and then had to come up with a solution on how to bolt everything together. We took zero easy roads when it came time to maximize consistency and performance!
So what does all of that mean in the end? It means bringing a new option to the market for people who want the maximum effort put towards the longevity and future of the R35 industry.
Below are some key features that we’re most proud of:
- + or - LESS than 2% distribution of airflow between all 6 cylinders.
We tested flow characteristics not just through a head but out of the bottom of the valves on a perfectly CNCed head at a variety of pressure ratios and refined them to be within less than 2% of one another at any given boost pressure. You may not have much to compare this to, however we went through great length to accomplish this single feat.This means more consistent tunability and less likelihood of lean/rich conditions causing loss of power or detonation.
- Injector positioning and angle optimized for fuel atomization into the cylinder
This point is a big deal. The injector placement and firing angles on all other 12 injector manifold on the market favor the lower plenum wall vs the cylinder itself. To the extent that if after running your car for a while you pull your manifold you will find trails of witness marks showing where the fuel has hit the lower plenum, collected and then run into the cylinder as almost a stream instead of a spray. This unfortunately causes inconsistent fueling, hot spots, loss power, and ultimately an environment for detonation.
- O-ring technology inlaid throughout the manifold
This means deleting the need for any gaskets or replacements ever. Our manifold includes extra o-rings in case of damage or loss, but you can remove and replace the manifold for injector cleaning, spark plug replacement, engine testing, and never have to worry about ordering gaskets.
Dowel design to ensure no chafing or boost leaks occur from the upper to lower manifold
- 7-10% increased CFM through the same head package compared to competitors
- The only manifold tested that didn’t decrease flow through the valve port
- Just like in Wilson's Nascar manifolds this design was optimized for larger head ports and or added displacement. It was not designed around the factory head technology or specific engine displacement.
- Manifold runner design not independently but rather a continuation of the cylinder head in which it must work with to provide even, increased flow.
- Port line of sight is preserved as much as possible for a crossover port - as compared to stock manifold and other aftermarket
- 6061 T6 luminum construction, 5-axis CNC precision machined
- 316 stainless steel hardware
- Splayed bolt pattern assembly for maximum strength and alignment
- All access to fasteners during assembly thought out to be easy and straightforward
- Intricate fuel rail design for increased flow and even distribution with optimally angled injectors
- -4 ORB bosses configurable to customers specifications or with standard packaging
- 14mm Motec IAT acceptance with no modification
- -12 crossover tube included with low profile fittings and black nylon lines
- 75mm throttle body opening with o-ring seal no gasket needed
- Optional adaptor plates for factory throttle bodies
- Standard anodized clear finish with optional color choices
After two years dedication, countless time, and money invested I can say I could not be more proud of what we have created. The performance, design, quality, and unparalleled beauty under the hood is something I am honored to call a TopSpeed Motorsports product!
This dyno test was done by swapping only intake manifolds throughout the course of a day while the car remained strapped to the dyno. We never even unstrapped the car. ZERO tuning adjustments were made between samples. We tested the best known intake manifolds on the market on a 67mm car making about 40psi of boost back to back to back. We then took the highest of those and compared it to our manifold toward the end of the day. I honestly could not be more proud of the results. Not only does our new product allow the ability for safer more precise tuning and increased safety, it also makes power!