We are a leading automotive performance shop and tuner located 15 miles north of Atlanta, GA. With experienced technicians, the best tuner in the southeast, a five star management and the right tools, the sky is the limit when it comes to building your dreams with us. We offer a myriad of services including custom fabrication and precision tuning through our AWD dyno.
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 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 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 Wilsons 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
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!
See below for some of the detailed pictures of the unique key features:
We just finished up another badass daily driven car that I wanted to share with you guys. This customer brought us his beautiful 2017 wanting 800hp while retaining completely stock like drivability. Having been heard about the ELITE systems he wanted to know if I could build him a dead nuts reliable 800whp street car to enjoy.
I informed him that our stock engine ELITE package not only drives 100% like stock but we warranty the parts we install AND the stock engine! At the 700-800 wheel options on stock engine there are a few different turbo options that will meet the goals. The question is do you want to have the option to upgrade later and make more HP and do you want the reliability of a ball bearing turbo vs. the stock style journal bearing? From what we have seen the people that upgrade the journal bearing stock CHRA over time start showing signs of wear and oil usage/smoking. Some are certainly better than others and the price point certainly is good on those style turbos. However upgrading to a full ball bearing turbo that is designed to support the load of the wheels is always a better option if the budget allows.
So with the path set and future goals considers we jumped in. Being a local customer he had the advantage of scheduling and then dropping the car off when we were ready to drop the engine. A week or so after drop off the car was on the dyno making jams! The ELITE makes such a flat torque curve that it translate beautifully into a linear HP curve keeping the stock components very happy without giving up tons of spool. As you can see from the dyno graphs below the combination is incredible on the street.
This GT-R really was quite the “low” power build. It’s always fun when you get a call from a super smart guy that has built and tuned his own cars for years, requesting you to take on his own R35 project start to finish. I love helping people of all experience levels, but it certainly makes me feel accomplished when someone I feel really has a grasp on what it takes to build a high HP GT-R chooses us from start to finish with their project.
The goal was an animal of a dual purpose car that he could run on the circuit track and then turn up to make well over 1000hp at the drag strip and on the street. I wanted to build him something with super smooth power applications, quick but not too quick transient boost, and great reliability. High HP road race cars are tricky to get right. You want something that is going to spool quickly AND have quick transient boost response. Lots of people think those are the same thing but they really aren’t. At the same time you can’t build something that comes up so quickly that it shocks the tire in the middle of a corner while the power is coming in. Some of this is for sure in the tune, but the combination of the right engine, cam, turbo, and AR housing is equally as important as a very proper road race tune.
So for this build we spec’ed out a 4.1 stroker. We specifically built it with oiling modifications for the high lateral Gs the car is going to see. Then we did a fully custom spec port job combined with a smaller cam than we would usually use on an all out “drag” version of this build. As I said above, working out the combination to make it WORK for the client.
Let me branch off on this subject and add a little. Lots of people underestimate the importance of not only a shop with racing pedigree and history, but also experience with all kinds of different setups. What the community sometimes overlooks is that we fix, tune, diagnose, and help customers with every setup under the sun you can imagine… literally on a weekly basis. From different engine combos, to cams, head porting, turbo kits, transmissions, tuning platforms… we see it all! We are blessed with continually accumulating a knowledge base with an incredibly diverse range. What that does for us is gives us what I feel is the widest range of experience of any GT-R shop worldwide.
Onward with the setup. With the 4.1 we wanted a turbo kit that would meet the balance of needs. This was honestly a no brainer! The Extreme Turbo System (ETS) Pro1400 was the way to go. The Pro1400 packs a LOT of punch and is a very, very efficient package. There are turbo kits out there that you can push to make power, then there are the turbo kits that do it efficiently. We can see that in things like drive pressure, boost pressure, and timing how hard we are leaning on this particular kit/combo to make the goal HP. The Pro1400 includes not only what I feel is the best manifold on the market, but also smoothly designed 3.5” intakes and 3.5” downpipes which make a great deal of difference. Combine that with the external WG dumps so that the downpipes don’t have to be over worked at lower boost and the combination is simply awesome!
We combined the mechanical portion with a pretty unique Motec M1 setup. The Motec gives us all kinds of control over not only the ECU strategy but also of course the ABS side of the traction control and now the output to the FWD clutch. The tuning that went into this road race build was for sure something I’m proud of. We installed a user selectable traction control switch so that based on the tire and track the customer could control his “intrusion” amount of the motorsports style closed loop traction control. We also provided him with two maps to load up to the Motec. One of them being a street map and the other being an all in one circuit map. The two tunes completely change the way the power comes in and how progressive it is. They also change how the traction control works and how the FWD clutch implements its effect on traction mid corner. Needless to say we had fun with this one!
Below you will find some pictures and the dyno graph information. The customer has had his car back for a couple months and is enjoying the crap out of it!
Feel free to ask any questions that you may have! Thanks for taking the time to read.
This weekend was the weekend dreams came true for our Porsche program here at TopSpeed Motorsports (TSM).
As many of you know based on my other threads we have been progressing very strongly in 991 Turbo development. My team has been dedicated to collecting information, finding weak points, and building the strongest 991 Turbo platform in the world for the better part of a year now. We have tested different setups, had 100% proprietary parts developed, and spent hundreds of hours refining the details behind our in house tuning program ensuring we don't just blindly push the limits in areas these cars don't like, but rather intimately learning exactly what they respond positively to by dyno and street testing.
After our initial test in Colorado we were certainly excited to get our development car back to the half mile. Our customer Jeff and CC are the owners of the car and are simply amazing people to work with. Very down to earth and very understanding of the fact that we are pushing the limits of components in order to be at the very front of our industry. While the car has performed flawlessly without missing as much as a beat, they know what it takes to be the fastest in the world, and I couldn't be more honored to work with them.
So this past weekend we took the country’s fastest 991 to Indiana and hung out with the team from Shift-S3ctor in an effort to take down the world record pass of 200.2mph set last fall overseas by ES. I knew the car had the speed in it honestly, it was just a matter of how hard I wanted to push it to get the MPH. With stock gears in the transmission it's frankly uncharted territory knowing just how far to push. We very strategically have the tune set up to work with the weak links as this for sure isn't our first rodeo. Shift cuts are in place where we ramp the power back in very progressively to lean on those parts in a linear fashion without just hitting them with a bunch of go fast torque and crossing our fingers. The left side of the boost curve ramps in conservatively to keep everything happy. I explain all this to inform the community that there is more to it than just making power at these levels. I can't even tell you how much power is left on the table if I wanted to glory pass the car, however that isn't the goal. Strategically making sure we are the fastest and stay the fastest with a car that lives the longest is the goal!
Ok now with all of that info I'll dive into the passes. The first two passes I ran in the car to shake it down and make sure everything was running properly. Off the trailer the car trapped 199mph turned down considerably. I was confident that we were going to be in the high 190s but 199? Wow! I must say the Porsche just uses power so dang efficiently it's crazy. We had made 1280+hp on the dyno but I had my tuner turn it down considerably for that first pass. From there we simply added 2psi of boost and went back out. 201.97mph!!! Second pass!!! We had done it, the fastest 991 on planet earth!
Now... I know what some of you are thinking ... "cool they made up their own record based on the year of the car" Honestly I totally agree and understand that some of the records these days are pretty out there. While I love all P-cars I feel the future of the PDK is very bright, so we are very, very focused on the newest generation of PDK Porsches.
With the world record in the bag it was for sure time for me to hand over the keys. The customers drove the car for the entirety of the rest of the event. The car did pass after pass between high 190s to a best of 201.88. We didn't touch the power portion of the tune at all. Was there more? YES! Tons more. However we had done what we came for and were satisfied. The customers enjoyed the crap out of the car the entire rest of the event and was even able to take his son for a 196mph ride along down the airstrip. All in all just an amazing weekend!
Big thanks to everyone from Shift Sector as well as my TSM staff. My crew puts in 110% all the time to make sure our cars perform and I couldn't be more blessed by it!
Next up the New Orleans half mile with WannaGOFAST in less than a month. Can't wait!!!
This is one of those builds that for sure has a happy ending, but unfortunately for the customer it wasn’t the easiest road traveled to get there.
Tommy purchased the car already built from another shop and at the time seemed to be running fine. However after his very first outing with the car he noticed some oil pressure issues that ended up being fatal to the engine. He called us to get an idea on pricing to try and determine what to do.
While this part of the story doesn’t really have a ton to do with the build I’m going to include it as I feel it’s good information for the community.
So, we quoted out the build knowing what we know about these issues and basically painting a worst case scenario picture. I want to point out that when we provide quotes on engine failures we always try to provide the customer with the actuality they will likely be facing. We have been blessed to have lots of experience with these cars and very much know what can and can’t be salvaged in most failures. We also will not cut corners on what needs to be replaced. So if say a customer tells me he had very little oil pressure over a course of a couple drives I’m going to quote him with a new block and crank. If we get the car apart and the worst isn’t the case the resulting phone call is much better call than starting out with some low, unrealistic quote and then calling to let them know it’s gonna be 10k more than expected. Unfortunately these sales tactics are used all the time in this industry. A lot of the times it’s not even the shops fault or unethical, it’s simply a lack of experience and because of that the customer usually ends up with some nasty surprise instead of being prepared for the reality of the situation
I never want the customer to pay for something or spend money they don’t need to. Anyone who has done business with me will tell you that I’m the first to say “no you don’t need that”, “no need to waste your money on that”. We give honest advice to enthusiasts regardless of profit margins or if there is a lost opportunity to make a couple hundred bucks. In my mind the long term effects of guiding someone down a proper path is much more rewarding. However, if a car has a major failure and needs a crank, block, timing components, oil cooler or any other necessary parts to ensure there isn’t another premature failure … I’m going to tell them up front!
With that all said, after Tommy’s failure the car went to a different shop to be pulled part. After assessing the damage when it was torn down he was informed that he indeed needed several new components that were going to add up to be far too close to our pricing to not have the experience and support that we offer. I was honestly very excited to get the call that he was pulling his disassembled car and sending it over to us.
The car came in boxes…literally, but that was no issue. After some dividing, organizing, and sorting she was labeled and divided into build bins just like we would disassemble one of our own builds.
Tommy opted to upgrade to our Race 3.8 engine that is rated up to 1800hp instead of going back to a stock crank engine. The car already had an ETS 35r kit on it and the turbos had been compromised from the failure so an upgrade was in order. We decided to stick with a 35R so that the setup wasn’t too laggy to enjoy on the street but upgrade to the latest and greatest GTX on the existing ETS turbo kit.
For now the customer decided it wasn’t quite time to upgrade the fuel system so we stuck with the 6 injector on the factory ECU. He knew that this would limit the amount of power we could make but there are plans in the near future to upgrade to a Motec controlled 12 injector setup. Knowing that we were setting Tommy up to win with future upgrades we went with our ported heads, cams, and our proprietary wet sump oiling system to keep the bearings happy over the course of time at high HP.
The car went together without much issue, we were only missing a few parts from the previous shop but it didn’t slow us down. On the dyno the car performed really well. As I previously mentioned, we were power limited on Cobb with 6 injectors, but we pulled out all the little tricks to make the fuel system go as far as possible. Pump gas yielded just over 1080 HP and 790 TQ, which is about where we see most 35R cars. Honestly if the car is flex fuel we don’t see much reason to push pump gas to the limit. The fuel is rarely consistent and at those HP levels it doesn’t take much to get a couple strikes of detonation when pushing the very limits on pump. The risk simply isn’t worth the reward in our opinion. E85 however is a different story! With fuels like E and race gas’ that have much more octane the window gets much wider and safety margins increase exponentially. We were able to squeeze 1487 HP and 1067 TQ out of the fuel system on the ETS 35R setup!
It wasn’t to be too long in between the customers highs from the dyno and when the car actually got to perform. We delivered the car to him only one week before the Pikes Peak half mile put on by Shift-S3ctor. Just enough time to get a little street driving in and get used to the power! Tommy attended with us for the weekend running his car I think about 10 times a day, over and over without a hiccup. Giving it just enough time to cool down between runs he ranged from high 190s to his best of 204mph, which he backed up pass after pass!
I want to thank Tommy for making the tough decision to entrust us with his build and giving us the opportunity to support him and embrace him as part of the TSM Family. We are looking forward to many more events as this build evolves!
This addition to the TSM family of builds was, as usual a joy! Our new customer, David, is such an awesome supporter. With each new build we gain not only customers but what becomes family here at TopSpeed. David for sure was no substitute.
This build had a simple goal of 1000whp on somewhat of a budget (yes we do smaller budget builds too people)! :)
The ELITE Turbo system was to be combine with our Street Series 3.8 and our Level 0 heads. Many of you may ask what does level 0 mean. We have found that under about 1100hp doing major head work really does absolutely nothing to overall speed / power. So our Level 0 heads are simply a race valve job along with GSC valve springs in order to spin it a little higher. No need for porting or cams at that level. Our 3.8 short block is the same one we build to handle up to 1400hp. TONS of R&D have gone into these little engines. Completely custom pistons, rods and bearings exclusive to us are used. Lots of people say that “custom spec piston” but very few actually design a piston any different then maybe asking for a compression change. Our parts made by CP/Carrillo are 100% built down to the ring groove sizes, compression, pin boss design, all of it to our specs. These specs have been refined over years of engines and made possible by our partner machine shop with over 50 years of experience building some of the baddest engines in the world.
That all said we strapped on some standard TSM ELITE turbos combined with a dual 485 fuel pump and ID1700s. That fuel system combination is good up to around 1100whp on E85, which works out to be plenty adequate for this build. The car already had some bolt on parts so we didn’t need to do an intercooler, exhaust and several other of the small supporting mods. Out back we installed a Shep 2.5 transmission which is a pretty good combination for the 1000whp neighborhood. Some people opt to go with the 1k that includes 1-6 gears at this level, which we recommend if the budget is there to do so, however we have had decent luck around the 800tq range keeping the factory gears happy for quite some time. There is always a chance with a factory part that there will be a failure so we just leave it up to the customer and their budget to make the decision.
On the dyno the car performed just like we know our ELITE setup to.
Pump gas was rolled through after the break in procedure and yielded just over 800hp at a very modest 22-23psi. The car wasn’t to be run a ton on pump and not at all when it was being raced, so there was no reason to push for the ultimate pump gas number possible. Onward to the corn! Just a short couple hours later she laid down a very respectable 1080hp while still keeping the torque just a hair over 800.
The customer has now been driving the car for a little while and enjoying the crap out of it. Which is just what we strive to hear! He has been to both his local drag strip, one event with the car, and is enjoying flogging it with the best of them. I have seen some of the videos and I will say this guy can cut a light! He has been index racing the car so always on the brakes at the end of the pass but I believe his best so far was a 9.3x @ 12x on the brakes LOL! Needless to say the car is making some power. I’m sure he will be back for a 1k and ELITE Plus upgrade one day, but for now we are glad he is enjoying a solid, issue free car!
TopSpeed Motorsports at Pikes Peak Airstrip Attack - YouTube
Better late than never getting you guys up to date on our trip all the way out to Pikes Peak in Colorado last weekend to hang out with the Shift Sector guys. As you guys know we do pretty much all of the east coast Wanna Go Fast events but some of my clients have been wanting to go out to the Pikes Peak event for quite some time. This year we decided it was time to give it a shot.
Jason and the team from Shift Sector were pretty awesome hosts. I had never met him or his team so it was a real honor to be able to shake hands as well as put a face with the name. The venue was pretty awesome. Everything from the host hotel to the airfield was just a good time. I didn’t realize that the airfield is actually the Colorado Springs main airport. They just shut one of the 6 runways down to accommodate the racers. Having never been there I had no idea how it was set up or what to expect. Being at elevation the runways there are crazy long. The runway we ran on was over 11,000ft long so there was all the room in the world for slowing down after the pass. They also have a “test” runway that isn’t timed if you want to go do tuning or grudge racing. Very cool and different setup for sure, we enjoyed it.
The host hotel was pretty nice as well, most importantly it had a very large and conducive bar to hanging out. At any given part of the evening the place was flooded with some of the top competitors in the industry all telling war stories and sharing experiences. If I’m being honest this is one of my favorite parts of an event like this. It seems like quarter mile racing there is still tension between the “competitors” just a little bit in the evenings, however in the half mile events I don’t feel like that is the case. Maybe I am wrong or reading into things the wrong way, but I feel no tension or animosity during the evening gatherings when it comes to half mile events. Given my love for the industry that plays a big roll in me enjoying nights with others during the evening activities.
Anyway, enough about the venue side of things. We took a semi full of cars out there to have some fun with. We knew going into it that with the high elevation the cars were going to suffer some in speeds. The bigger turbo cars get to take advantage of the thin air due to the fact that they can make up for the power with producing boost even at 9500ft DA. However the “smaller” turbo cars can’t really do that. When I say smaller I mean basically 72mm and down. Even our customer’s car with the 72mm turbos was down nearly 10psi over what it would make at sea level.
So in the semi load of cars we had a good range of builds, along with a couple of customers that met us out there as well. We took the fastest chick we know… Alex Christmas, along with her husband Coy, and son Coy Jr. Coy and his son were driving exotics while Alex went fast LOL. Spachman’s Pro1900 was also part of the gang, Javid’s Pro1700, Bryan’s Pro1700, Tommy with a 35R Build. Tommy and Bryan met us there, both of them had just gotten their fresh TSM builds back a little over a week beforehand and were obviously eager to beat on them a little.
I’m not going to go into tons of writing details on how the cars did, instead you guys can watch the little video I did trackside in the link below. I will however hit the high points.
Alex’s car was the biggest power car we had there. It ran flawlessly both days. We did however learn that the pump we used for the air-to-water intercooler didn’t have enough head pressure to overcome the Gs through the half lol! Whoops! Live and learn something new every event on these bigger cars. That didn’t deter us from running the car, but we were seeing upwards of 200+ degree intake air temps which certainly wasn’t helping performance at all. :( We were still happy with the performance through the two days. I believe we ran 5 passes in the car ranging from 220-225mph with the fastest being with a 30mph headwind. Zero mechanical issues which is very nice on a car making 2000+HP.
Spachman, much to our dismay, ended up unable make it to the event. He had some last minute personal things come up and had to be a grown up instead of doing race car things with his race car friends. However on Saturday night at the bar Gidi, May, and myself came up with a grand plan for Gidi to take Spachman’s car for a pass Sunday. After running it by Spachman the answer was “that would be an honor”. So Sunday morning Gidi suited up and took a blast in the car. 214mph was the result of a one and done off the trailer pass just for fun. The car was pretty much all in for boost and down from it’s usual 50ish PSI to almost 40 lol! Gotta love that 9500ft DA!
Javid and his son Harris flew in from California which is always a treat. Javid is a joy to have trackside with the team. We were really excited as this was the first half mile event that Jav was going to drive the car himself the whole event. The last event we had his car at I drove the first day to shake the car down then weather prevented him from being able to pilot the car. He drove the car both days several times with a slowest pass of 200mph and a fastest of 212.16mph! We were very happy with the results given the headwind and DA.
It was pretty cool to have a customer actually from Colorado Springs there with us. Bryan’s fresh 2017 Pro1700 car had just gotten delivered to him. I absolutely love when we can be side by side with the customer for their first event like this. Watching them get more and more comfortable, teaching them the ins and outs, and then ultimately being a part of them meeting or exceeding their goals is more rewarding than I could ever explain. Bryan ran his car over and over through the weekend. I think he told me it was over 20 passes through the two days without even the slightest hiccup. Literally all we did to the car was put fuel in it and check the oil the entire weekend. He was throwing friends, family, and even innocent bystanders in the passenger seat and turning it down to go run 180s. The event rules said no passengers over 180… he didn’t push the limits of that at all… LOL. At the end of the weekend I think half of Colorado had ridden in the car! He had exceeded his goals of running a 206mph pass, backed it up twice, drove the car home both nights, and then daily drove it to work all week :) You truly can’t ask for much more. Just in case someone is wondering, the car is fuel system limited which is why it didn’t go as fast as say Javid’s Pro1700. Bryan’s is a 6 injector on Cobb … for now at least.
Our customer Tommy was in a very similar situation as Bryan. He had his car back for almost two weeks prior to the event. Just enough time to get a little street driving in and get used to the power. His car is very similar to Bryan’s in the sense that it’s a factory ECU controlled with a 6 injector setup. The biggest difference between the two being that Bryan’s car is a 4.1 stroker and Tommy’s is our Race 3.8 featuring a billet crank. Tommy’s turbo kit is an ETS kit with GTX35R turbos that made high 1400s on our dyno being fuel limited. Tommy very similarly ran over and over all weekend long without a hiccup. Running everywhere from high 190s to his best of 204mph, which he backed up pass after pass!
All in all we had an awesome event! Every single car ran without issue the entire weekend, the customers had a blast, my staff enjoyed a pretty light workload, and we got to meet some awesome people from different parts of the country than we normally visit! We couldn’t ask for much more!
As a little bonus, we also debuted our Porsche 991 Turbo S program at this event and were able to destroy the previous half mile record by over 10mph in that platform! That’s something I’m proud of and pretty happy about. If any of you have interest in reading about that here is a link to the build thread!
Well gentlemen (and the occasional lady) we here at TSM have been silent for a while now. I have hinted here and there that we were working on some pretty in depth Porsche development, but for the most part I’ve refrained from being public about it. I wanted to do the marketing campaign from a little different angle than what is usually traditional in the car community. I have watched a lot of companies try to work their way into specific markets over the years. I have analyzed and watched as other’s “marketing strategies” was used in a community of enthusiasts. Not just the Porsche community, but within other communities as well. I have been doing this for 13 years now, so while I haven’t seen it all, I’m no stranger to the tactics.
That said, at this point in my company’s forward motion I’m really not into selling products based on anything less than true quality, proven knowledge, and top level performance. As a car guy Porsche has always been one of my biggest passions. My first high end sports car was a 996 GT2 that we won One Lap of America in. Ever since then I have known that adding this iconic brand to the very niche market of my company was a top level goal!
As some of you may know we here at TSM are mostly known for our big HP GT-Rs. We build more high HP GT-Rs than anyone in the United States and have worked very, very hard to have some of the most reliable and proven street cars in the world. We have erected a program with our engines and turbos that has taken a decade of commitment to construct. Our engines for the R35 GT-R get shipped all over the world to people making over 2000hp with them.
While our success and reputation might be impressive to some, it honestly means nothing to this community of Porsche enthusiasts. A GT-R isn’t a Porsche, and there are very specific learning curves that have to do with every car.. especially one as wonderfully advanced as a P-Car. I’m not so arrogant or ignorant to think we could just jump in head first and be among the best without a lot of learning! While the learning never ever stops when it comes to pushing the limits of the fastest cars in the world, I first wanted very in depth top level knowledge about the intricacies of the 991 before the “marketing” started.
Just over a year ago it began with me purchasing a 991 Turbo S development car. I have dedicated the last year to our 991 R&D program. This program included dissecting the platform all the way down to engine internals and learning everything possible about how they work. While we know cars and engines really, really well, I wanted to know every little specific thing about the 991 that we could before tackling the market. Along with the in house development car, we are been privileged enough to have a customer that decided to entrust us with building his 991 Turbo S! The goal… aggressive yet simple…. build the fastest 991 Porsche on the planet! Put it on top and keep it there.
We decided to start by trying to be the fastest 991 in the US. That quest for the US half mile record started late last year. We knew the car needed to make around 1100hp which was going to require a fully built engine, upgraded fuel system, turbos, and a billet intake manifold to name a few. Some of you may know this car, as it is no stranger to racing the last couple years. The owner has had it in and out of a few shops around the US and has enjoyed it with a stock engine for a while. When it was time to go big, he called us!
I want to share with you guys some of the process we went through so you can appreciate the level of commitment to this new platform that myself and my team possess. Please allow me to take you through the journey in building what is now the fastest 991 in the country.
Our engine program is something I am very proud of and have been borderline obsessed with for many years. We work with some of the smartest people in the world when it comes to high horsepower engine development. I have been blessed with partnerships that have advanced TSM’s builds far beyond what I could have ever dreamed. We have built engines for Porsche’s before, but never have we gone this far into custom processes as we did on the 991. We developed completely custom pistons and rods with CP/Carrillo that are 100% proprietary to TSM. We have been using them in other HP applications for years so they were very excited to create a program for us in the Porsche world. We then moved on to the cylinder walls. The factory processes are certainly not strong enough to handle big power, so we used a process that we implement for other big power aluminum blocks in order to provide a much stronger cylinder wall that can hold up to the abuse of high boost/torque applications. We also called our friends from ARP and had them develop some stronger case bolts and head bolts than are available on the market.
Along with the bottom end we contracted our friends from GSC to help us with the entire valvetrain. For those of you who don’t know, GSC is a US based company out of SC that does fully billet camshafts and entire valvetrain products for a plethora of applications. I wanted to be able to spin this engine to well over 8000RPM, so developing a full valvetrain and cam setup was necessary.
We have a couple more very exciting things coming in the coming months as far as highly upgraded engine internals, however as of now, I’m extremely excited and confident in our built 991 engine program.
For turbos we are almost done developing the turbos for our ELITE1300 system, but we just couldn’t get them done in time for this build. In the meantime we decided to use a smaller turbo that was readily available. This left a lot of potential on the table but it was what we had to work with so in interest of forward motion on the project we decided it was worth the “sacrifice”. I’m really excited about the turbos we are developing. They will most certainly be on the car for the next event! The current turbos on this car are 30R sized ,with a 57mm inducer, and run out of breath in the high 20ish PSI area. Our upcoming turbos will be capable of much, more power.
FUELING & 12 INJECTOR:
Fueling is tricky on these cars as you all know. The car is direct injected similar to the newer Lambo and R8. There are no upgrades to direct injection systems currently for the Porsche so creating something from scratch was necessary. We teamed up with Gosha Turbo Tech, who built a billet intake manifold in order for us to add port injection on top of the DI system of the 991. We then provided the secondary rails with fuel from dual Walbro pumps completely separate from the factory system. What this means is that driving around during your daily commutes the car drives 100% on the factory DI system. That ensures a like stock driving experience until you hammer the loud pedal. At that point the secondary system engages and provides the port injection with the fuel it needs to sustain well over 1000whp.
While we do most of our bolt on and upgraded turbo Porsches on Cobb, this build required something a little more complex. We needed the ability to control a secondary set of injectors as well as truly manage the power. The factory ECU does a great job up to a certain point, but once you go beyond it’s capabilities it turns into a real struggle. With this level of build you really need a full standalone. The ability to have full motorsports style traction control, trigger outputs for fuel systems, and get by all of the factory torque limiters made it necessary to call Syvecs and order their PNP 991 Turbo kit. The system is certainly a step in the right direction from the factory ECU when it comes to high HP. The gentlemen at Syvecs provide good support and are always willing to help in a pinch. Traditionally we use Motec on our big HP GT-Rs, but given they do not offer a solution for the 991 we chose Syvecs, and they have been great to work with.
The transmission in this car remains a PDK as the customer really wants to retain the amazing drivability of the dual clutch transmission. It has upgraded clutches by Dodson, but otherwise is stock. I’m personally pushing very hard for the next level of development on the PDK with our friends at Dodson and Shephard Transmission. We are hoping in the not so distant future to be able to build a rock solid 1500hp capable PDK trans… time will tell on that.
WORKING OUT THE KINKS:
The car came together without drama honestly. We fought a few things with the fuel system making sure it was operating perfectly, and then worked with Syvecs on some little advancements that they happily helped with. Otherwise it was all straight forward in nature once all of the components were in place. The goal was to head to the Pikes Peak Half Mile event put on by SHIFT-S3CTOR this past weekend.
On the dyno the car behaved flawlessly! Once the learning curve of the Syvecs was pushed through it was smooth sailing. I assumed that the car was going to be turbo limited around 1100hp which was pretty much spot on. With the turbos all in at about 29psi, the car made a beautiful 1130whp dyno graph. (See below)
WHERE THE RUBBER MEETS THE RUNWAY!!!
All of this information builds up to this; the SHIFT-S3CTOR event at Pikes Peak where we would go after the 991 US record. Frankly I was a little nervous about the outcome of this event. The DA at the Colorado Springs Airport was almost 9500ft the entire weekend. With little 57mm turbos I was concerned that we wouldn’t be able to make the boost in thin air to hit my personal goals. While the US record was 179mph I didn’t want to just beat that… I wanted to go 190mph or better in the half.
While the customer was there he had me drive the car the first few passes in order to shake it down. The first pass I shifted super early and didn’t go full throttle until 3rd gear just so we could review the data. After looking it all over it couldn’t have looked much better. So without any changes we went back out and spun the engine much higher for a full pass.…. crossing the line after it’s first full pass at 181mph. We officially had broken the US half mile record! Everyone was so ecstatic when I pulled back in! The owner was hooting and hollering, the staff was fist pumping…the only person not satisfied was me. It wasn’t 190!
Through the day we adjusted and tweaked. Keep in mind we had 7 other cars there ranging from 180mph to 225mph so we were trackside tuning and supporting more than just the Porsche. Every little adjustment picked up power.. from the boost curve by gear, to the timing and fueling. We were making adjustments pass after pass just to find out just exactly what this flat 6 wanted to make her happy! Understand that in most cases in the GT-R world I could tell you down to the MPH how much we will pick up from any given tune or driving adjustment. However when it comes to the Porsche that wasn’t the case. Instead of just making random adjustments I instructed my tuner to make very specific adjustments in order to see just what the car wanted in the half mile at elevation.
So Saturday about mid day we had our friends at BBi mount a challenge to our speed. They came out swinging with their built engine 991 running 182mph, besting us by just over a half mph. Well in the spirit of healthy competition we couldn’t have that. A couple more small adjustments in the power delivery through the 1/8th mile and the next pass was an enthusiastic 188mph! Ok so the entire team including myself was pretty happy with that! I’m not gonna pretend that if that was where we finished the weekend I would have been disappointed. We were very close to my personal goal and had completely surpassed the customer’s expectations.
Saturday closed without any advancement in the 188.4 MPH pass. There was a very nasty head wind that day so we decided to not push the car it’s last little 5% to try and make 190mph when Sunday looked more promising for both temps and wind. Sunday morning came around and sure enough the wind was much calmer than Saturday afternoon. With a few more adjustments it was time to make a pass shooting for the 190s! I was confident giving the winds, air, and tune adjustments that we would hit my personal goal... however I wasn’t prepared for the amount we were about to surpass it by!
By the end of the day Sunday we had managed another 6 passes in the high 180s and once the air was right we went for it…. ONE HUNDRED NINETY THREE MPH!!! We had destroyed the US half mile record by over 10mph, met and exceeded my personal goals for the platform, and made for one very happy customer! Myself and my team could not be happier with the results. Our customer Jeff feels the same and we appreciate his dedication to the platform so much! We can’t wait for the next event to be able to run at a more reasonable density altitude and hopefully take down the world record for the 991 Turbo!
Make no mistake, this is just the beginning of you gentlemen hearing about TSM and our progression in the Porsche community. We have developed products and pressed forward into tuning strategies in order to make us a commanding force at an international level in this market.