If you’re a Nissan fanboy and have been paying attention to their luxury division, you’ll have noticed Infiniti’s convention of naming their vehicles with a letter followed by two numbers. Assuming you passed Grade 4 arithmetic, you may have even deduced that these numbers indicate the size of the engine—the Infiniti G35, for example, houses a 3.5L V6 under its hood while the FX45 is equipped with a 4.5L V8. Nissan slavishly applies this approach to their engine names too, their ubiquitous 3.5L V6 having been labeled the VQ35.
The arithmetically gifted among you are probably feeling pretty smug right about now, having figured out that the Chassis Stop’s ’05 Infiniti G-coupe is equipped with a 5.2L engine, given the story title we cooked up while watching the History Channel. Concluding that there must be a small block V8 of some sort lurking beneath the swollen hood of this Candy Apple Blue straight line beast would also be a pretty reasonable assumption, but this time you’d be wrong.
Ronnie Partap-Fortune and his brother Kurwen from the Chassis Stop in Mississauga, Ontario, Canada wanted to keep it in the Nissan family, but as veteran drag racers they also subscribe to that age-old adage that there’s no replacement for displacement. Having built a street legal 2JZ-swapped S14 that’s run a best of 8.81 at 164mph, they also have considerable expertise with turbocharged straight-6’s. So rather than going the more predictable V8 route, they sourced the big daddy of inline-6’s from Dubai, Nissan’s TB48DE.
As it turns out, this 4.8-liter mill and the Nissan Patrol SUV it’s bolted to are hugely popular in the UAE. Do a quick online search for “Nissan Patrol Turbo” and you’ll find videos of oil-drunk sheiks outrunning Lamborghinis and E55 AMGs in their boosted Patrols. In the case of the Chassis Stop’s TB48, they’ve upped displacement to 5.2-liters by both boring and stroking it with CP 12:1 pistons, GRP aluminum rods and a custom billet crankshaft. The block has also been filled and the cylinder head heavily ported by Gord Bush Performance. Up top, there’s also Kelford cams and a complete Ferrea valvetrain package including 2mm oversized valves and custom buckets. The whole thing is bolted together with L19 fasteners and lubricated via a 4-stage Peterson dry sump pump.
The brains of the operation is a BigStuff3 ECU, which oversees the six Hot Coils coil-on-plug ignition system as well as the six 2200cc primary fuel injectors and the six 5000cc secondary injections (which kick in at 15 lbs of boost). With the gargantuan 106mm Precision turbocharger spooled up and pushing a modest 38 lbs of boost, this monster G-coupe maxed out the dyno at 1800 ponies at the rear wheels. Once fully tuned and running the expected 50 to 55 lbs of boost, Ronnie and Kurwen expect their TB48 to make about 2200 to 2500whp. Bombs away!
Putting that kind of power to the ground requires a military-grade drivetrain and rear end, the former having been addressed with a Liberty Extreme 5-speed transmission and a Ram triple 10-inch clutch and billet flywheel along with a Trick Titanium bell housing. A Bears Performance 3.5-inch driveshaft sends power to the fabricated 9-inch rear end, which houses an Ultracase center section and 3.7 final drive. Power is then sent to the massive Mickey Thompson rear slicks via 40-spline gun-drilled Strange axles.
As impressive as the powertrain housed beneath the mostly stock G35 body panels (the hood and trunk having been modified by Joe VanOverbeek), it’s the world-class custom fabrication by the Chassis Stop that really sets this 25.2 spec (certified to go 6.0) dragster apart. Under the hood the enormous charge-pipe and finely crafted intake and exhaust manifolds immediately catch your eye, as do the custom overflow and ice water tanks that bookend the front-mounted fuel tank. The entire chassis and rollcage structure is a tubular work of art, having been suitably protected by a layer of gunmetal tinted powder paint. Even the wheelie bar, spoiler supports and Lexan door window frames are beautifully constructed and flawlessly finished.
For Ronnie and Kurwen the objective with their G-coupe has been to build a Pro Compact machine capable of taking the fight to the Puerto Ricans and their rotary-powered Mazdas. “Originally we were thinking about using a 350Z for the build, but the longer wheelbase of the G35 meant we’d have space to run a 34.5" rear tire while keeping the ride height as low as possible.” explained Ronnie. “Although we were planning to go with a V8 at first, we decided the TB48 was a better choice since it gave us plenty of displacement while allowing us to capitalize on our expertise with turbocharged straight-6’s.”
The Chassis Stop’s obsessive attention to detail and John Force-approved fab skills have allowed them to build some championship winning drag cars in their 11 years in the business, including a Pro Stock turbocharged Mustang and a Super Street turbocharged Camaro. So although their awesome G52 Bomber still needs a bit of sorting out before it runs its first 6.60 e.t., with plans to head south this winter for some testing and tuning it’s only a matter of time before the angry howl of its TB48 has the Puerto Ricans crying “Ay, caramba!”
2005 Infiniti G35
Owner Ronnie and karwen Partap-Fortune
Hometown Mississauga, Ontario
Occupation Owners of Chassis Stop
Power 1800whp at 38psi; 2500whp at 55psi (estimated)
Engine 5.2-liter TB48DE inline-6; 101.6mm CP 12:1 pistons; Hellfire piston rings; GRP aluminum rods; custom stroker billet crankshaft (108mm stroke); filled block; L19 fasteners; Gord Bush Performance ported cylinder head and engine assembly; custom Kelford camshafts; Ferrea 2mm over valves, valve springs and retainers; Peterson 4-stage oil pump; modified ATI Super Damper; Chassis Stop intake manifold, exhaust manifold, chargepipe, side exit exhaust pipes, overflow and ice water tanks; Precision 106mm turbocharger; 2200cc primary fuel injectors and 5000cc secondary fuel injectors; TiAL 60mm wastegate and 44mm BOV; Waterman Little Bertha fuel pump; Hot Coils; MSD ignition wires
Drivetrain Liberty Extreme five-speed transmission; Ram triple 10" clutch and billet flywheel; Trick Titanium bell housing; Bears Performance 3.5" driveshaft; Chassis Stop driveshaft loop, chromoly safety center tunnel and 9" fabricated rear end housing; Ultracase center section with 3.7 FD; Strange 40-spline gun-drilled axles
Engine Management BigStuff3 ECU; Speedwire Systems racecar wiring system; EGT sensors on each cylinder
Footwork & Chassis Chassis Stop 25.2 spec chassis and rollcage; Pinto rack & pinion steering rack; Strange aluminum front struts and 4-link coilover rear
Brakes Strange hubs, 8" rotors and single piston calipers (f), 10" rotors and 4-piston calipers (r); brake bias controller
Wheels & Tires Weld Magnum forged 15x4" wheels and Hoosier 25.0/5.0-15 Hoosier drag slicks (f), Spinworks 16x16" wheels and Mickey Thompson 33.0/17.0-16 drag slicks (r)
Exterior VanOverbeek hood, trunk and spoiler; Chassis Stop 94" wheelie bar and spoiler supports; Lexan door windows; Candy Apple Blue paint by Junior Cooper; Stroud parachutes
Interior Chassis Stop pedals, steering column, rollcage, floor and rear tub; Racepak digital dash; Safecraft fire suppression system; C02 bottle (operates parachute and boost controller); Stroud window net and racing harness; Kirkey seat; Strange SFI steering wheel hub
Thanks You Sean Lilly and Craig for the ECU tuning help and a speedy recovery to our friend, Gary Saunders
WWW chassisstop.com; kelfordcams.com