A 10,000-rpm ceiling means the motor will see full boost and then some for extended periods of time. Ivey's turbo setup starts with a VRP tuned-length exhaust manifold. "Switching from my prior SFP manifold to this one I picked up a lot. That has been a huge surprise." The manifold supplies a Turbonetics T66 ball-bearing turbo with enough energy to make the required 35 psi of boost. Boost relief is handled by a TiAL 44 mm V-band style wastegate. The gate dumps into a Buschur Racing 3.5-inch catback exhaust via a custom downpipe specially designed, and expertly TIG welded by Keith Loforte of Turbotrix. "The reliability of the turbo is great," says Ivey, "and Turbonetics really stands behind their products. I would like to thank Darryl Sampson of Turbonetics for this particular combo, it solved a lot of issues I was having with my previous setup. Darryl stepped up to the plate and it is nice when you can speak to real people on the phone and have issues worked out."
A Buschur Racing race-spec intercooler kit, complete with the three-inch upper pipe, handles charge air cooling. From the chiller the charge air is pushed through a Hogan's big-plenum 4G63 intake.
Engine management is key and the more load you put on the engine the more critical precise control becomes. Ivey went with a proven player in the DSM kingdom, Haltech. "The Haltech E11-V2 is hard to beat in terms of stability and reliability," explains Ivey. "Also, their customer support is second to none even though they are overseas. It is easier to get them on the phone than it is to get some of the ECU manufacturers based here in the U.S." Ivey, who has also tuned quite a few other fast and consistent DSMs, did all tuning and calibration. He jokes, "We have never blown one of these engines. People don't believe it but there is no reason to be blowing motors left and right like some of these other tuners."
The Haltech unit oversees a serious fuel system featuring two Bosch 850-hp motorsports-spec fuel pumps, large -10 lines, a Holley fuel rail and 1,685cc Bosch injectors. On the ignition side, spark signals are fed from the Haltech to an MSD DIS-4 high-output box. The MSD fires two Chevy Lumina coils fitted with Magnecor custom-length wires that lead to NGK BRP8ES plugs.
For added thrust a NOS Pro Fogger kit jetted to the tune of 100 horsepower allows this beast to make an estimated 800 whp. Exactly how much may never be known as Ivey refuses to dyno the car. "I don't run events strapped to the rollers so I like to test the car on the track, just like it is intended to compete."
The drivetrain, which can be a contentious issue for many DSM draggers, is mostly beefed up factory issue. He reports periodic rebuilds of his gearbox, which has been modified to race spec and sports many upgraded parts including a four-spider differential designed by Tony French of Turbotrix. "I really don't have any transmission or drivetrain issues," says Ivey. "Most of my problems center around the clutches which wear out very quickly at this hp/weight level." He notes Tilton's Carbon/Carbon unit has provided the highest level of flexibility, consistency and reliability so far.
Flexibility, consistency and reliability is what Ivey is all about and through diligence and a wealth of on-track experience he has crafted a masterpiece DSM that vividly illustrates what can happen when you wish upon the right Diamond Star.