Rather than mating the usual 5-speed transmission to the engine, David decided to try a different approach. Although he had been working around the manual transmissions for over twenty years, he had learned of successes with 2G automatic transmissions handling the abuse of drag launches and high horsepower. He began experimenting with slush boxes and researching ways to improve the torque capacity and power transfer. After nearly two years of R&D by the BR team and some of its customers, the built BR 2G DSM automatic transmission and torque converter had been refined and tested. According to David, a combination of increased line pressure, machining, upgraded internals and a few other undisclosed improvements work together to reliably transfer over 600 horsepower to the wheels.
With the engine and transmission united, David’s brother Dan Buschur installed the powertrain into the 1G shell. With some advice from his fellow 1G competitor Jeff Bush, a 3000GT differential carrier was positioned in the custom rear subframe and linked to the rear wheels. David’s friend Dave Davis helped out with the installation of the suspension components, getting the 1G on its wheels and ready for tuning.
Boost on the Bottle
In supplement of the turbocharger upgrade, a Ny-Trex dry 50-shot nitrous oxide injection system adds laughing gas to the mix, improving off-the-line performance. Buschur mentioned that he elected to run a dry kit (no additional fuel is atomized with the nitrous spray) because the FIC 2,150 injectors could more than handle the duty cycle demands even on E98 fuel. Using an AEM EMS to orchestrate fuel delivery and ignition timing, David calibrated the tables of the ECU with the Talon strapped to a Mustang AWD dynamometer. With boost set to 34 psi, horsepower checked in at 516 and torque at 505 lb-ft to the wheels.
Best efforts aren’t always able to overcome the unanticipated, and the BR team had its fair share of delays finishing the 1G in time for the 2012 Shootout. The Talon ended up making its first appearance at the 2013 Shootout instead, but was still fraught with its own share of problems. They fried three ECUs before Devin from AEM was able to help uncover an internally shorted MAP sensor as the culprit. On its first pass in the Quick 16 qualifier, a lack of vacuum made holding the chassis at the line a challenge. In addition, once driver Kevin Lawson hit third gear, the engine didn’t feel right. The engine was consuming water at an alarming pace, but showed no signs of leakage and no smoke. Back at the shop, the head was removed and pressure tested. It was discovered that a core shift issue resulted in a hole behind one of cylinder three’s exhaust valves, and that was the source of the fluid loss.
Successfully in the Singles
Despite missing its intended debut date and the unusual issues and growing pains that this 1G had encountered, David states that this build ranked among one of the company’s finest builds. At the 2014 Shootout, Kevin managed quick passes, the best one being a 9.16-second time slip with a trap speed of 148 mph. While David continues to refine the 1G, his goal is to record an 8.9-second pass. He concluded, “The automatic transmission has been a Godsend. Without it, I would not have considered running another DSM in competition, I was sick of replacing or repairing transmissions. There’s no way I’d want to go back to that.” With bracket-like consistency and only 0.2 seconds to reach his build objective, David’s 1G could automatically spark a new trend among import racers.