416 whp Juke

Basic information;

Peak Power: 416.4 WHP

Peak Torque: 331.7 Ft Lbs

Rev Limit: 7400 RPM

Peak Boost: 29PSI

Engine Modifications:

FastReligion Connecting Rods
Blouch Dominator 1.5XT-R Turbo
FastReligion ARP Head Stud Kit
Diamond Racing Pistons
FastReligion Street Cam
FastReligion Supertech Valve Springs
Cometic Head Gasket
Custom Tubular Turbo Manifold
Custom Intake Manifold
FastReligion FMIC600
Turbosmart 40mm Wastegate Full Recirculation
FastReligion MAC Valve Upgrade
FastReligion AUX Fuel System
AEM Water/Methanol System
Turbosmart Vee-Port Blow Off Valve
Custom 3" Downpipe
FastReligion LS Alternator Kit
Custom 3" Second Cat Pipe
Injen Cat-Back Exhaust
Injen Short Ram Intake
Uprev GT MAF
FastReligion MAP Sensor Upgrade (4 BAR)
FastReligion Low Temp Thermostats
ClutchMasters Stage 3 Clutch/Flywheel
OEM Low Pressure Fuel Pump
OEM Boost Control System

More photos after the graphs!

This car has been a long time coming. Dropped off to us over a year prior to the posting of this page, constant parts delays held us back. The owner was completely understanding, and was dealing with the same issues in his profession.

We designed a new version of our custom intake manifolds for this vehicle. We went with a slightly shorter throttle neck, a bigger plenum, and slightly longer runners. The idea was to create less turbulence after the throttle body, and to create a better distribution of air and fuel over our previous version. We also wanted to make sure the intake manifold would clear our LS alternator upgrade.

After finally getting the car assembled, it was put through a 500 mile break in to be sure everything worked perfect. Then it was time for tuning.

We hit a few speedbumps, mostly in learning our new aux fuel system we designed, but we got it working! At 376 whp we kept maxing out the MAP and MAF sensors. So, we upgraded to the Uprev GT MAF, and designed our own 4 Bar MAP sensor upgrade that worked WITH the oem MAP sensor. These sensors where sourced from AMS Performance.

Once that was in it was just tuning as usual.

Once we hit 400 whp we found it harder to get more power higher in the RPM range. Boost and thus torque started heavily dropping off the more power we added. The turbo on the vehicle was only rated to 480 crank horsepower, so we knew at 416 we had maxed it out. We did not want to risk hurting a brand new engine for the sake of a number, so instead of forcing timing through the car to gain more top end, we decided that 416 whp was more than enough!