Detailed build specifications for the NW3S drag racecar

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NW3S Drag Racecar
Specifications and Details
Engine & Turbo System

NW3S SLAYER Drag Car, 3000GT VR4 Single Turbocharger Racecar
Paint and Body Engine Drivetrain Fuel System
Wheels and Brakes Electronics Suspension Fluids
Interior Comm and Fire Control Parachute Nitrous


The engine is a Mitsubishi DOHC V-6. Engine model is a 6G72. Displacement is 3.0L. The block is the stock block that comes in all 1994-1999 3000GT VR-4 Twin Turbo models. There are slight differences in the 91-93 vs. 94-99 blocks and for this application must be a 94-99 to accomodate the custom machining.

The stock VR4 engines (with twin 9b turbos) put out approximately 320 BHP (base horsepower, ie - at the crank). Stock crank is forged. That being said, below are our modifications and changes to this engine to bring it well over 1200-1300BHP.


The stock 6G72 engine has been bored and utilizes custom Ross Racing Pistons and Oliver Billet Rods with custom H13 Wrist Pins.

The crank is a forged 6G74 (different engine than the 6G72 being used), custom machined and Mallory internal balanced crankshaft.

6G72 3.5L stroker motor with custom race pistons

Custom Oil Pump Gears

Oil pump uses custom machined billet 11L14 steel gear replacements for higher reliability.

stroker crank 6G74

The block and crank are designed as a "stroker", meaning the stroke has been increased.

So with the increased stroke and bore the 6G72 now has a 3.5L displacement.

For rod, main, and thrust we use Clevite coated bearings sets.

Motor mounts are solid steel mounts made strictly for racing.

We use Redline brand 30 weight racing oil in the engine.

Cylinder Heads are "Stage III" meaning they are setup just for racing. The heads are "O-ringed" to prevent head lift from high boost pressures. Some people ring the block, others the heads. We use OEM multi-layer steel head gaskets applied dry and head studs torqued to 100 ft/lbs.

The heads on the 6G72 are aluminum. The heads intake and exhaust are ported and polished.

To work with these heads our upper and lower intakes are also both professionally ported and gasket matched.

stage III race heads for the turbo 6G72

Intake valves are stainless steel black nitride (SSBN) and are +1mm size (36mm). The exhaust valves are also stainless steel black nitrided valves and are +2mm sized (32.5mm). Valve spring retainers are titanium. Another popular racing valve option these days are the inconel valves. Inconel or SSBN valves are important for the extreme heat they are subjected to.

Valves springs are "hi-rev option" meaning they are double springs with titanium retainers and lower locators.


a-1 racing head studs

We use custom A-1 Technologies head studs

Camshafts are hardweld racing cams with .4 inch lift. Onto these we use UR adjustable camshaft gears, polished. We currently keep the gears at 0/0 degrees on these cams and with fuel used.

Lifters are hydraulic (OEM) and rockers are roller style (OEM).

hardweld racing cams   Note: for timing components we use airtext and OEM. For timing belt we use a standard belt (PCI or Gates) and change it each year rather than use a 'kevlar' style belt. We still use the hydraulic style tensioner and use either OEM or ITM.

Stainless exhaust manifolds with ceramic titanium heat performance coating


Exhaust manifolds and crossover piping to turbo base are custom made stainless steel and performance coated with titanium ceramic heat coating.


4" stainless steel exhaust pipe along side the carbon fiber driveshaft and wrapped with DEI heat wrap.

The 4" downpipe is all wrapped in the DEI titanium heatwrap.

exhaust pipe termination at a polished 5" tip.


The exhaust from the turbo is a 4" stainless steel downpipe and straight 4" stainless steel to rear of car with 5" termination.

downpipe to stainless exhaust

thermal heat wrap for race applications

DEI turbocharger titanium blanket on the GTX4202R turbo

On the left is the stock throttle body. On the right is the 90mm throttle body we use. This allows for a LOT more flow.

Using this system we also have no TB coolant lines or any idle air controllers at all. Idle is achieved via the AEM EMS system and therefore there is no need for those in our application.

90mm big bore throttle body dobles the stock size output.

5" K&N Intake

90mm intake plenum

To accomodate the 90mm throttle body addition we have a non-standard intake manifold that has been made for this and then highly polished. This intake is also shorter to allow for changing rear spark plugs without removing the plenum.

The lower intake (not shown) is also ported and polished and gasket matched.


To the right you see the 4" intercooler piping terminating at the 90mm throttle body.

  3" intake pipe from intercooler shown with 50mm BOV into the 90mm throttle body

The turbo used in this application is a Garrett GTX4202R. It has billet compressor and is a ball-bearing turbocharger. It is oil and water cooled.

We also use a DEI titanium turbo thermal blanket (not shown) on the hot side.

turbocharger shown without thermal blanket or piping.


Garrett turbochargers


The turbo fresh air intake is a full 5" and located down low for good intake of outside air. We use a K&N 5" inlet air filter.

Turbocharger spec graph for GTX4202R turbo


Compressor map and other turbo information charts.


GT42 Garrett series turbo compressor maps

single turbo system

The single turbo conversion parts, stainless steel and ceramic titanium coated. Showing the exhaust headers, crossovers and turbo base. Also shown in the above photo are the two tial wastegates.

tial 44mm turbocharger wastegates

For the wastegates we use TIAL 44mm stainless steel premium wastegates and setup with internals for leaded fuels.


The Blow Off Valve (BOV) is a Tial and is 50mm in size.

ATial 50mm blow off valve for protecting the turbocharger

Due to the location of the turbo we use a Scavenge pump system. This consists of a custom tank we fabricated for drainage and anti-foam drainage into a Turbowerx brand 12v oil pump via a -12AM line then back into the oil pan via a -10AN line.

The FMIC (Front Mount Intercooler) uses 3" aluminum piping and is also polished. Over this we use more of the DEI titanium heat wrap.

For additional intake temperature cooling we use a DEI cryo system that floods the intercooler with liquid CO2 (carbon dioxide) for a rapid cool down. Exact temperature changes can easily be monitored inside the cab. The CO2 has no affect whatsoever by being taken in at the intake from all of our testing on the dyno.

DEI cryo products


Front Intercooler and showing the CO2 manifold

Intercooler with CO2 spray manifold mounted

Front Intercooler showing the CO2 piping

Liquid CO2 solenoid

Solenoid for the liquid CO2 control is
mounted behind the passenger headlight.


With this much power it is critical to have a very efficient and effective cooling system. Our system can maintain optimum operating temperatures at all phases included back to back all-out 1/4 mile runs and constant dyno WOT runs.

We have never overheated.

We use a dual pass aluminum radiator, no thermostat, and deionized distilled water with 1 bottle of Redline waterwetter.

We use a Setrab 920 oil cooler with twin fan packs (inside look at the install on the right). The fans come on automatically once oil temperature reaches 205 degrees F.

Setrab quality oil coolers

In addition to this there is also a Fuel cooler in the trunk. Also a Setrab and includes a fan pack (more in the "fuel" section of this website section). This helps to keep the fuel cooled and is in the return path to the fuel cell.

install of the setrab 920 oil cooler with the fan packs.

Radiator Fans

derale 30A high output pusher radiator fan

We use two high output Derale cooling fans at the radiator. These are pusher style and push air through the radiator rather than pull. The main fan maintains 190-205 degrees F and the 2nd fan quickly brings temps down under 205 should it be needed. Fans are shut down once speed exceeds 60mph.

These fans each require 30 Amp breakers so they have thier own specific power buss.


All fan systems (radiator 1 & 2, oil cooler, fuel cooler) are automatic with the ability to over-ride inside the cabin when desired. Automated control is accomplished via the AEM engine management system.

install radiator fans, crash bar and spray manifold

Bumper off and intercooler out showing the radiator fan install and the
tube crash bar installed.

ignition coils mounted on engine

Ignition coil system on engine. Wiring goes into the cabin where the electronic controller is located (out of the heat of the engine bay).

The majority of the ignition control however is turned over to the AEM Engine management System (see electronics).


MSD electronic ignition DIS4 box

MSD ignition throughout.

With a DIS-4 electronic ignition system that controls 3 GM style high output coilpacks. Spark blowout is not an issue.

GM coilpacks by MSD

Spark Plug wires - magnecore 10mm

Spark Plugs - NGK R5671A-8
gapped at .30



electronic ignition system

Preoiler system

For startup engine protection a preoiler system is used. It is mounted just forward of the power steering resevoir. A tilton electric cooler pump takes filtered oil from the oil pan and distributes it through the oiling system at approximately 20psi via -6AN lines. Any time the engine has sat for more than a day we use the preoiler system prior to starting the car. This makes sure that all the critical components are oiled and ready for startup.

  tilton cooler pump for preoiler system

Engine Control

Just about all engine control is via the AEM engine management system (ECU). See details in the electronics page.


A/F O2 Monitoring

We utilize two wideband O2 systems to monitor the engine Air/Fuel ratio during tuning and other non-race functions. All systems are AEM. We do not allow the wideband to compensate the fuel map at any time but instead it is for monitoring conditionsas needed. We also repalce the sensors each year due to the wear that leaded fuel has on O2 sensors.

Wideband O2 monitoring

Water/Alcohol Injection

We have a complete AEM water injection system installed in the car. At this time we do not turn it on as the fuel we are using currently keeps our charge temperatures where they need to be. In the future we may engage the system and experiment with it and/or other fuels.

custom CNC plate for voltage monitoring and AEM water injection system.

Seen above : custom in-house water injection control and monitoring panel and voltage monitoring panel.


Complete engine in car

Completed engine on stand and in the car.

See the photos menu for specific photos of the engine and installation.

NW3S 3000GT race engine on stand

Note on branding or specific company parts and/or service:
We specifically do not go into detail on brands or vendors unless it is relevant to the build specs or if the vendor has provided reciprocal links and mention on their website(s) or other venues. Companies that have provided consideration through their sponsoring program are mentioned by name and or link(s).
We are glad to reciprocate where applicable, especially on custom work (just email and ask us if you see something missing). Or, if multiple generic choices exist we may mention brand or vendor.

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(complete photos of completed engine and install)

NW3S Racing engine specifications and build page.
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