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The external dump also looked very menacing from the outside, as denoted with this small cut and reinforcement plate on the hood.
Moore ran a custom-sized four-inch thick ETS Intercooler, pushed as wide as could be fitted between the front ‘bash’ bars. In addition to supporting the turbo’s cool side for the compressed air, it also included a special valve in the intercooler piping that allowed air back to the exhaust manifold for Nameless’ proprietary anti-lag system.
Nameless’ boost reservoir was the final piece of the anti-lag puzzle. It worked together with the MoTeC ECU and the main fuel injectors, and gave a boost signal down to the combustion chamber within the exhaust manifold. When conditions were right, the cool air from the intercooler met fuel, ignited, and created a near-instantaneous surge of boost back into the Garrett turbocharger. For the sake of reliability the system was not endless – it could be programmed in various ways, including the amount of boost given, and the duration of time that it would sustain off-throttle pressure.
Formula Drift’s tracks are designed to have long stretches of full throttle acceleration. By its nature, a drift needs force at the rear to keep the back end out of line. It may seem like overkill, but the anti-lag system actually helped immensely both at initiation and switchback transitions. Without a delay to get back on to the power, feint or clutch kick entries were pounced upon by all 1,000 horsepower at once, which gave Moore the edge to start outrunning his competitors.
On the fueling side of things, Moore opted to run Thunderbolt E85 bio fuel. It is manufactured right in his Northwest backyard, and produced stellar results from more eco-friendly sourcing. To deliver it, Radium Engineering’s 2JZ-specific feeder rail plugged into 2200cc Evolved Injection fuel injectors. All of the AN lines for the fuel were also from Radium.
