SPEC SHEET | 1700HP Street Car

Imagine a world where 1000whp is "entry level". Where your ten-second car is average, and you're probably considered slow if you're not running consistent nine-second quarter-mile passes. What a time to be alive, right? The R35 has completely skewed the way we gauge fast and Sal's GTR is a perfect example of this. This car is TRULY a street car. With up to 1700whp on tap and not one creature comfort removed from the vehicle, this is truly the best of both worlds. A seven-second capable car that can also comfortably take grandma to her weekly bingo night. Lets dig in...

THE BACKSTORY

Sal's GTR came to us already packing a serious punch...sort of. It actually came to us in boxes. We typically turn away projects like this, but with Sal being close with one of our lead technicians, we made him the exception. During this stage of the project, we upgraded his HKS1000 turbo kit to an HKS1000+ kit. This kit was good for around 1200whp and consistent mid eight-second passes, but you know...enough is never enough. Sal's the type of crazy motherf*%ker that when asked "How much boost would you like to run?" his standard reply is "ALL OF IT!". He's no stranger to big power though. His twin-turbo viper holds the current half mile record for a RWD car with a blistering 244mph pass. So this "slow car" is sort of a walk in the park...almost relaxing even.

Shortly after turning up the wick on this HKS1000+ kit, the decision was made to look over the engine for the following season and at the same time, upgrade the kit to an ETS PRO1700 turbo kit. This is where the fun starts.

THE BUILD

Starting with the engine, we have our S4 R35 shortblock. This block is good for well over 1800whp and is a super stout foundation to a build like this. From there, the cylinder heads have been treated to a mild pocket port, Ferrea valves, GSC valve springs, and GSC S2 camshafts. This is all held together with a set of ARP 625 head studs and a set of custom head gaskets from our partners at T1 Race Development.

Fueling is paramount on any build, but especially when you're making well into triple-digit power figures. This engine is fed by a Fore Innovations triple pump fuel hanger which houses three Walbro 450 fuel pumps. Helping these pumps out in boost is a Kenne Bell Boost-A-Pump which boosts fuel pump voltage from atlernator voltage (~14.2v) up to 21volts. This increases fuel pump speed which leads to increased fuel pump flow. To show how well this works, we were previously out of fuel pump at 1200whp, but with the boost-a-pump, we can now safely support over 1500whp! From the hanger, fuel is then ran to the firewall via -10AN fuel lines into a pair of Fore Innovations primary fuel rails and then finally into a Boost Logic secondary rail before returning back to the fuel tank.

We run twelve fuel injectors on this car, which means we have two injectors per cylinder. We run a set of ID1300's as a primary injector and follow that up with a set of ID2000 secondaries. The advantage of running two injectors per cylinder is added fuel volume, but most of all...driveability. Larger injectors inherently don't idle or cruise as well as smaller injectors. This is because their fuel rate becomes inconsistent at very low injector pulse widths. This leads to bucking, hesitations, misfires, etc. The solution here is that we run a small injector for idle and cruise and add in a larger injector under high boost. So when this car is driving around town, it simply runs on the primary injectors, but when you open that throttle and feed the engine boost pressure, the secondary set of injectors inject fuel at the same time as the primaries. This provides the best of both worlds. Stock-like driveability, and plenty of fuel to feed the fire!

The induction system starts with an ETS turbo kit, which houses a pair of Garrett GTX3584RS turbochargers. All that boost is then fed through an ETS "Super Race" intercooler before making it's way into a Boost Logic intake manifold and then into the engine. Helping exhaust gases exit the engine is a FabWorx valvetronic exhaust.

The drivetrain needs to be equally as stout as the engine and no corners were cut here either. We start off with a Shep stage 4 transmission with Promax clutches, a fuel gear set, T1 transmission brace, etc. From there we help out the rear end with a set of Drive Shaft Shop rear axles and a Procom Racing PRO-Series billet front differential helps keep the front end in one piece. For street use, the car runs on Mickey Thompson drag radials and 18" Volk wheels. At the track, we'll swap out the rears to a 17" Bogart wheel and Hoosier slick for optimal traction.

POWER AT THE WHEELS - 1485whp @ ~40psi

At 40psi we completed most all of the major tuning on the car and from here we creep up on boost and power at the track. We've run close to 50psi at track events and based on fuel consumption and air flow, we estimate the engine is making ~1650-1700whp in this state. Not a bad street car.

-LL

SPEC SHEET

ENGINE

-Procom Racing S4 Shortblock

- Sonny Bryan Billet Crankshaft

- PROCOM RACING PRO-Series Billet Main Girdle

- Manley Tri-Beam Connecting Rods

- Manley Platinum Pistons

- King Main and Connecting Rod Bearings

-Procom Racing Prepped Cylinder Heads

- GSC S2 Camshafts

- Ferrea Intake and Exhaust Valves