Did you know NonStopTuning has the ability and expertise to offer special order items for tuners who require pulleys specifically machined to their unique needs? Need a custom pulley for your supercharger, crankshaft, alternator, or water pump? We've been doing it for 20+ years, and we've got you covered! Browse our website to see if we already offer what you need, and if we don't, please email us and provide a few photos of the pulleys you need (ideally off the engine and accessories) and we'll be happy to provide more info regarding availability and pricing after reviewing your pictures. FAQ: Q: Can you make custom lightweight pulleys for any application? A: Almost! We are one of very few companies with 20+ years of experience in this field. Q: Can I send you measurements or do I have to send you my OEM pulleys? A: In many cases we already have engineering data based on past experience and you can provide custom sizes for a quote, but we will need you to send in OEM pulleys if/when we do not have existing data. Q: Do custom pulleys take long to manufacture? A: Do to the nature of the beast here, and several external factors, custom pulleys can require 40-60 days to machine, anodize, and ship. Please don't wait till the last minute if you know your project is time sensitive. Q: Are custom pulley kits expensive? A: We do our best to keep prices as affordable as possible, you can browse our website for an idea of what most our kits cost, of course custom one-off products always cost more. Feel free to email us for a quote and we'd be happy to do our best to help. Q: Which custom pulleys are the most popular and why? A: Supercharger pulleys are the most popular of all the custom pulleys we offer, because changing the size of a supercharger pulley directly affects boost/psi numbers, we also offer a larger number of lightweight crank, alternator, water pump, and power steering pulleys. All of these pulleys are very popular because the weight reduction (NST Pulleys are apx 70% lighter than OEM) leads to improved throttle response, better horsepower and torque delivery to the wheels, and better fuel economy. NST - NonStopTuning
www.NonStopTuning.com
0 Comments
2025 is NonStopTuning's twenty year anniversary as a motorsports manufacturer and we're proud to announce new sponsorship opportunities for the coming season. Up to three spots are available to be filled by the spring of 2025 for as many as three FD drivers. Interested drivers are encouraged to apply by February 1, 2025. Who Is Eligible? Any driver in the Formula Drift series Basic Requirements:
Application Deadline: Interested drivers must email driver packets to [email protected] by Feb 1, 2025. Thank you all for your interest and support, best of luck with all your projects! NST - NonStopTuning www.NonStopTuning.com It's a common topic of discussion among the Tuner crowd, the JDM fans, and the Euro builders. Are your lug nuts aluminum or steel? Should I sell a kidney and spend all my monies on titanium? Or is Forged Steel strong enough to stand up to my track day wheel and tire swaps? At NonStopTuning, we've invested 20+ years to develop The Best Parts at the most affordable price points. Our Forged Steel Lug Nuts have been tested and proven under the harshest conditions. Professional drifting (NST has campaigned quite a few cars in Formula Drift) is a sport in which drivers and teams often swap wheels and tires every two laps, resulting in a need for Lug Nuts to be removed and installed at least a dozen times per weekend. Pro drift events are the perfect proving grounds for testing lug nuts, and NST Lug Nuts have passed the test with flying colors. M12 x 1.50: Honda, Toyota, Mitsubishi, Mazda, Scion, Kia, Hyundai, Ford, Chevrolet M12 x 1.25: Nissan, Infiniti, Subaru, Suzuk Forged steel is an alloy of carbon and iron compressed under extreme pressure. Modern forged steel is constructed using specialized machines or hydraulic hammers, making it extremely hard and very strong. These will be your favorite Racing Lug Nuts for years to come! 20 Forged Steel Racing Lug Nuts Per Box Colors: Red, Black, Blue, Gold, Puple, Neo Chrome Forged Steel for extra strength and durability Open top to accommodate long race studs Compact size to fit small diameter wheel holes 60 degree taper seat for better contact area Backed by a full One Year warranty Always Free Shipping - USA & International Hundreds of Five Star Reviews NST - NonStopTuning
www.NonStopTuning.com Join Alex Lichliter for a recap of the final round of the 2024 Formula Drift ProSpec season at the Utah Motorsports Campus. From the upgrades and changes made to the car, to the exciting seeding battle, to our mega raffle, this one has lots of footage including all the extra fan interaction. You may even spot yourself or your friends!
NST - NonStopTuning www.NonStopTuning.com Wednesday – Load in Starting our 46hr drive on Sunday evening, we arrive in Utah Tuesday night. A bunch of other drivers had also arrived on Tues evening, but none of us were able to get inside the venue. We decided to just camp outside until Weds morning. Once we got into the venue, we found our spot and set up our pit. Unfortunately, two of my teammates bailed this round. With only a couple of us, set up was a little slower than normal. The rest of the team were flying in later that same day and we would meet them back at the Airbnb later. We were also able to do a track walk at 2:00pm. The layout has changed a lot since the last year. I wish we would have known that prior to arriving, since there was a test day two weeks earlier that would have given us a huge advantage to the recent changes. The run up was cut in half, so no more 100 mph entry’s. FD was hoping to get closer tandems by making us drive slower (which did end up working). Also, Outer Zone 1 was extended past the rumble strips and off the track, which honestly made it easier to transition into OZ2, but just a unique way to do it. Finally, last year OZ2 use to have an Inner Clip. This year it was removed. This new track layout was now just 3 Outer Zones total. Small back story, 6 days earlier, we had the car on the dyno back home. Putting a car on a dyno tune allows your tuner to make changes to the car to maximize power and reliability. We had to put the car on the dyno last week because we had a slipping clutch the last time we were on the dyno back in June. We were hoping to unlock more power out of it with a fresh clutch. But, unfortunately we ran into some mechanicals on the dyno. We were losing fuel pressure under boost, and this MUST be fixed to ensure the motor doesn’t blow up again. This is also frustrating because this happened the last time we were on the dyno as well. Despite our previous repairs, we revamped my entire fuel system to correct this issue. We didn’t finish until the night before we left for SLC (Sunday). This meant there was no time to get back on the dyno to get the power we needed to be competitive for FD. LINK ECU is the company who sponsors the drivers with ECUs for the series. Luckily, they were there and willing to help. We pulled out the laptop, and did some “street tune” pulls to adjust some fuel maps and get the car to a healthy spot to drive for the event safely. In case you didn’t know, SLC has a high altitude of 4400 ft. This significantly reduced the cars power since we are supercharged. The supercharger can’t make as much boost that high above sea level, like it can in other places in the US. Less boost = less power, but a lot of drivers are also boosted, so everyone is down on power. We ended the evening by rallying up the team, my sponsors, and even my step dad who flew out, to go to our favorite car themed restaurant in Utah – Garage Grill. Thursday – Practice & Seeding Our day starts super early! Drivers meeting started at 7:00am. There are two practice sessions today. They are both 90 mins long. The first practice session started at 8:15am. I started off with no grip, sliding me off the track. I came in, made a suspension change, and went back out. Second lap was perfect. I mean perfect. I was looking like one of the top drivers! We only got 3 practice laps in the first session. The second practice session was at 11:45am. The sun was out, increasing track temperatures. We made some small changes to the car to combat this. We also only got 3 practice laps in this session too, which lead us into our Seeding Bracket Battle. In the Seeding Battle, we were faced against Luis Lanz. He is a rookie this year running a blue corvette. I was feeling very confident about battling him, since I was driving so well in practice and I have been to SLC 3 years now. I was the Lead driver first, so I go out and run my lap! Unfortunately, FD removed the cones that showed the drivers where the outside of OZ1 was. They did this towards the end of practice because too many drivers were knocking them over excessively. This made it extremely difficult to see were the zone was now, since there was no longer a reference point. When I entered, I went deep into the zone, causing me to go two tires off the white line. Transitioning into OZ2, car was solid, riding the zone perfectly. I came out of OZ2 feeling spicy! Full throttle and on the edge! I transition into OZ3 perfectly and throttled down! But to my surprise, I was not in the zone? Why did this happen? I was hitting it perfectly all day in practice. My head was right, I felt confident about my battle, but for some unexplainable reason, I started OZ3 on the zone at first, and just fall away from it and I attempted to drive in it. Overall, throughout the entire run, I was pulling away from him in every zone, so I was hoping this would give me an advantage. With no time to think about what happened, it’s time to switch and go again. This time I’m Chasing Luis. I know, I have to apply all the pressure. I need to be on this guy’s door! Lights extinguish, and we are off. I’m neck and neck with him, initiate into OZ1, and we make contact! It was such a small tap, but the cars become unsettled, but we stay in it. I was warned that his transition into OZ2 was slower than mine, so I knew I had to back down through the transition so I didn’t hit him. But, this time Luis wasn’t slow and he pulled away from me significantly. I caught back up with him towards the end of OZ2, but this put me in his smoke trail. I can’t see anything. This happens sometimes in drifting, and as a driver, you just have to drive through it. It can be intimidating driving a race car at its maximum potential in an environment where you can’t see anything. But I can’t shut it down and straighten up, that would be an incomplete. So I drive through the smoke line. In doing this, I go two tires off and smack the pillion that marks the end of OZ2. My side mirror folds in from the impact, and glass fires off in a hundred pieces towards me. My helmet visor is down, and my suit is on, so I am ok and unaffected by this. All I can think about is staying on the throttle and transitioning into OZ3. I do this, significantly behind Luis now, but somehow managed to stay in drift and catch up to him by the end of the run. WOW! I sent it! I didn’t let up one bit, despite the imperfections. Unfortunately, this was not enough to get the win. Luis did a great job in OZ3, and since I did not, he got the win and moved onto the competition the next day. If you have been following me all year this season, you know I have been struggling with mechanicals this entire season. This has not been a fun year for me in FD. I’m spending all my time and money fixing a car that I have not been able to drive. It was SO awesome to finally be able to drive my car this year. We exhibited zero mechanicals all weekend. I wish I could have had more than 6 laps of practice, but I know every driver had that same problem. We ended the event on Saturday with the Drivers Banquet, which include dinner and awards. This is always a fun way to end the season. I can’t believe it is already over! I have many events left to do outside of FD this year, but we have lots to do during the offseason! Now that the teething of the new motor is over, we can focus on continuing reliability, making the car lighter, and more balanced correctly to be more competitive next year! See you in 2025 =] WORDS: Alex Lichliter PHOTOS: @ignition_source_tv NST - NonStopTuning www.NonStopTuning.com Coming out of New Jersey, the team and I knew we needed to make some changes. We had the subframe basically welded directly to the chassis with some square tube just to get through the rest of the event in Jersey, so some major changes needed to be made. I bought a new subframe, had Commited Service Brand modify it up for the quick change the week after NJ. Gary and I got to work quick. We swapped out the whole rear subframe, and we also swapped out every single rear arm. We changed the angle of the FDF rear knuckle in order to pull some anti squat out of the car, which in turn made the wheel base almost 1in longer in total. After a couple hours on the alignment rack at County Line Auto Body (some of you may know this name, they have a massive drift history) the car was ready to go. We did a very similar alignment to the car as I did 2 years ago, the last time I competed in St. Louis, which I got 4th place at. Now I hate this track. I hate it a lot. I don't think it's a great competition track anymore, I feel the cars and FD has outgrown the current layout. It's literally a drag race to turn 1, full throttle, then massive slow down for turn 2, then full throttle than an even worse slow down going into the final turn. It doesn't make for the best looking tandems, and it's really not that fun to drive in my opinion. To top it off, they changed OZ4 this year, made it a decreasing radius turn, and it decreased fast. Essentially they turn OZ4 into a "V" shape due to the speed we enter it at. Felt horrible in the car, and looked worse. However with that being said, the St. Louis area has a massive drift community. So as much as I dislike the track, I love the fans that show up. They are always so amped! There was a little bit of luck on my side this round, I ended up having a bye run in my seeding bracket battle, but only due to Richard Advani blowing up his motor. Not the way we wanted to win, but with the year we are having, I'll take a little bit. But even with that, in my Bye Run, my power steering rack shifted and made me look like a scrub. Unreal right?! Quick fix, but still annoying. Getting that win put us up against my good friend Cory Talaska. Dude is an absolute ripper. Last time I competed in St. Louis, we faced eachother and I came out on top. Always exciting to battle a good friend, because it just gives you that extra little boost. As much as you want your friends to do good, when you are on the line next to them, you want to be that 1% better. The battle starts and I'm in the chase first. He gaps me a bit to turn 1 becuase I spun the tires leaving the line, I close the gap going into OZ2, set the car and I'm ready to put it on his door. I floor the car and before I even knew what happened, I spun out. Out of nowhere. It didn't make any sense. I've never spun that car out before. And as far as I knew, the car was settled and I was ready to jump on him. I finish the lap up, and I'm just not happy. Now for my turn to lead. I throw down a heater. One of my better laps of the whole weekend. Ofcourse, an amazing lead run but I spun out in the chase. Easily gave the win over to Cory. Which again, as much as you want your friends to do good, it also burns just that little bit more when you make a mistake and it's not just an all out battle. So that ended our weekend right there. We got some points that we needed. Not enough, but some! The pros are the car worked great. The suspension is perfect. Other than an oil change, we are ready to go to Gridlife Lime Rock before shooting over to Utah for the last round of the year. See y'all in Lime Rock!
WORDS: Ricky Hofmann PHOTOS: Caitlin Ting NST - NonStopTuning www.NonStopTuning.com Join Alex Lichliter and the team for a recap of the third round of the 2024 Formula Drift ProSpec season, in St. Louis! From battles on track, to diagnostics and changes made to the car, to our mega raffle, this one has lots of bonus footage including all the extra fan interaction. You may even spot yourself or your friends!
NST - NonStopTuning www.NonStopTuning.com FDSTL Wednesday – Load in LETS FREAKING GO!!! We had a HORRBILE round at NJ and redemption is finally here! I made it to the Great 8 at STL before so spirits are high! Car is running great, team morale is fantastic, and I couldn’t be more prepared for this round. I even pre-mounted all my tires so that was just one less thing we would have to do at FD. We arrive several hours earlier than anticipated. Unloading and setting up legitimately took an hour or so and we were done with everything around 1pm. Weather was truly astonishing! Low 80’s during the day, and 60’s at night. Historically speaking, this place has high temps in the 100’s and severe tropic thunderstorms. We are drowning in good vibes! We decide to head to our Airbnb, freshen up, and go out for a nice team dinner. Thursday – Practice/Seeding We arrive at the track comfortably at 8:45am. There’s a Track Walk at 9:30am, which is extremely important to do as a team. Mechanics/spotters get to see the variables you don’t get to see on tv. Camera men get an idea where they want to shoot. And let’s be real, it’s fun to be out there as a team scoping it all out. We did notice the track workers installing jersey walls along OZ1. This is unique, because there has never been a wall there before. Seems like they were also painting new lines for all the zones, which is great for us drivers so we can see the track clearer while racing. As soon as the Track Walk ended, it was time for our Drivers Meeting. In the Drivers Meeting, we had some concerns. Apparently, the jersey walls they were installing for OZ1 were not “pinned.” The act of pinning jersey walls, combines the walls into one whole wall. This is for safety, so that if you were to hit a wall, they would all move together upon impact. Without them pinned, any wall that hits would move, leaving any unaffected walls sticking out. This is super alarming, and as drivers we were concerned of our safety performing our best in a dangerous environment. Also, OZ4 was not painted entirely, and there was previous paint that was in the wrong places. This was making it challenging to see where the zone was. We were told that they were looking for solutions, and would communicate them to us as soon as possible. Practice is scheduled to begin at 12:15pm and its allotted for 90 mins. FD was able to make the wall in OZ1 safer by adding a second set of jersey walls against the first set. This should prevent jagged corners upon impact. But adding this second wall, cut into our practice time. They were trying their best, but we lost about 20 mins of practice because of this. Then, just after a few drivers had gone out for a few laps, there was a bad incident. One of the drivers had hit the wall in OZ1, and the car actually rode up ONTO the wall. So a crane had to come in to remove the car off the wall, and this process took about 45 mins. Overall, this practice session only ended up being about 30 mins long which only gave me one practice lap before it was over. All the drivers were denied extra practice time due to these variables. During our break, the mechanics pulled the data log and discovered that the Intake Air Temperatures (IAT) were very high (240 degrees)! When the IATs are this high, the computer will adjust timing to protect the motor. This process takes away horse power, and makes it run more lean which is how motors can blow up. After they told me this, I did feel like the car was down on power towards the end of the run. But it was so hard to gauge, since it was my only lap. Luckily, we had some time to fix it before our next 90 min practice session at 4pm. We were able to swap out fluids, bleed out any potential air bubbles, add an additional fan, and hope for the best! For our second practice session, we were able to get 3 laps in. We now were experiencing an additional issue with the driveline. It appears that the clutch isn’t holding up to the torque of the motor. Quick side story: the clutch is a very important, expensive part of any race car. We had some issues with the previous clutch, and were unable to source the correct replacement in time for this round (since NJ was so close to STL). So, as a temporary solution in a pinch, we knowingly put in a clutch that had a lower power rating than the previous clutch. We had hopes that it would hold, just for one weekend and get us through the competition. To be fair, this clutch was still functioning, but under hot temps, it was not holding up to what we needed. This, in combination with high IATs, resulted in us discontinuing practice and letting the car cool to get ready for our Seeding Bracket Battle. We are scheduled to be the 4th battle in the Seeding Bracket. We are battling our friend Rudy Hansen. We have driven with him many times, and have even battled here before. Rudy is now a PRO driver, but he is also participating in PROSPEC as well. This is unique, and not many drivers do this. Nevertheless, this allows him to get twice as much practice, twice as much Seeding Battles, and competition time. To be more competitive in PRO, he also had to upgrade his power to over 1,000hp. Given the current conditions on my car, he’s most likely almost double what I have. Luckily, this is one of the most slowest, technical courses in FD, so I’m not intimidated by any of this. If anything, I’m hoping for an advantage. The first battle was a bye run, so that went quickly. The second battle someone called their time out, so they skipped that one. The third battle a driver didn’t show up, so that person won by default. So long story short, Rudy and I were the actual first real tandem battle. This is why you HAVE to be ready at any time! He Leads first, I chase. Instantly off the line, he pulls car lengths away from me. Maybe horse power is playing a bigger factor than I anticipated. No problem, I’ll catch up to him throughout the course! But I was wrong, every turn he was able to pull away leaving me in the dust. It was my turn to Lead. I maintained drift throughout the entire course, but I was shallow everywhere. I was just trying to drive through the mechanicals the best I could. It had nothing to do with grip. Infact, we added air pressure to the rear wheels before going out to help loosen the car. I was able to run the course correctly, there wasn’t any collations or spin outs in either run. At the end of the day Rudy had won and I was knocked out. This has been my most challenging year in FD. Everyone tells me that I have been too lucky in the past with having such a reliable car. They are telling me I’m finally paying my dues. They are telling me every driver has the one year that was just so terrible and this is my year. They tell me I’ll look back years later and say 2024 was horrible, so glad that’s over. These are all inspirational things to say, but at the end of the day, it sucks. I have the best sponsors, the best team, and the best support I have ever had year to date. To be going through this now is SUCH bad timing. I guess there’s never a “great” time, but I know I can drive. I want to show everyone. You have all seen me drive well in the past, or at other events outside of FD. The final round of PROSPEC is in Salt Lake City – my favorite track. We have about 29 days to get the car prepped and out there. That’s not much time, but I HAVE TO DO GREAT. I HAVE to show my team, and my sponsors that their hard work, time, and investment is worth it. Its emotional for me to even write this all out. It’s not fun losing. I’m looking forward to telling you guys how I do in SLC, because it’s not going to be a sad story. It will have victory! I have one moment, one more opportunity to make it all work. I’m not giving up. I’m going for it. See you soon =] WORDS: Alex Lichliter
PHOTOS: @nickelbag_media NST - NonStopTuning www.NonStopTuning.com Let's just start off by say FDNJ is a very special event to me. It's a home town event, being that it's less than 15 min from my house, and I was one of the first people to test the track after it was paved. Having a terrible showing it Atlanta due to car issues, we made sure the car was perfect. I even went to drive a couple events before FDNJ, the car performed flawlessly. Vibes were high. The car was good. We are local, and ready to kill it!! Practice number 1 comes around, and I'm the first car in line to do a lead run. I have zero stress that I'm going to lay down a heater lead run to start the day. We have the car set up perfect, and everything. I pitch the car hard into turn 1, car feels great. I transition and this is where stuff goes wrong. The car goes to over rotate and almost spins me out going into turn 2. This made zero sense to me, I've driven this track a ton of times and this has never happened. The track felt really slick, lacking grip for some reason. I thought it was that, and I finish the lap. I get back into the practice line, and my team is checking the car out a little, and they tell me something looks off in my rear suspension. I drive back to my pits, and the back end seems to be walking around when I'm going around turns. Well this seems to be the reason why I almost spun the car out. Hoping it's going to be an easy fix, we aren't stressed or anything. We jack up the car, take the wheel off and to everybody's surprise, the passenger side traction arm mount is pushed forward into the chassis, and the toe arm mount is starting to rip off the subframe. We are mind blown. There was no hit, I didn't go off track, we were mind blown for this amount of damage. Now over the course of the year, in years past, we typically bend the traction arm mount forward. It's a common issue on S chassis subframes, but for it to happen this fast in the year, and this aggressive, we were shocked. With no choice, we pull the wheel back to the around about area it should be, and I start to weld the subframe back in place. We add some metal in places, and do whatever we can to make this hold for the event. Finish up welding, we toe plate the car, get back in line for practice and just as I'm about enter the burnout box, practice is over. We didn't get to make a lap. We are a little beaten up now, it's 98 degrees out, and just a little shocked. But the vibes are still good. The car is fixed. We are ready for practice session 2. Practice session 2 starts, we go out there to make a lap, and the car just does not feel good. We managed to put down a decent lead lap, but it wasn't at the pace we wanted, and the car just felt like the rear was dancing around on me. We make some shock adjustments, and get back into line. I go to make my next run, and throwing the car into turn 3, bam the car losses what feels like all grip and tries to turn me around again. I'm thinking maybe we killed the tires earlier than expected. We go back to the pits, and to our shock, the driver side traction mount of the subframe ripped off, even worse than the passenger side one did earlier today. We are in shock and mad and just totally disgusted in what is going on. We rush to get the car up and welded just like the other side. But with this side being even worse, we have to add metal in, trying to wedge back the traction arm as much as we can. Hammering and pulling with ratchet straps. And it's just not going well. With time running out because now practice 2 is over, and it's time for comp. I put enough metal in there to hold, we have just enough time to put a fresh set of tires and out we go right to the burnout box. No time to align the car. Out we go. Comp time. I have 2 full laps under my belt for the day. The car has an unknown rear alignment. It's patched together with some random metal we found, but it's time to throw down. We warm up the tires, get in line and here we go. I know the track. I'm confident, just need my car to hold up for me. We go out there and throw down a decent chase. The car wasn't as responsive as I wanted it to be. It didn't have the grip it normally had for me to run up on people. But it was good, and we made it through it. Now time for the lead run. I hard charge to turn 1, throw the car in, and it doesn't flick out the way it normally does for a lead run. Not sure if it was from the alignment, the car being super hot since it's not over 100 degrees. But the car is not acting right. I miss outter zone 1 by a good foot. Which in drifting is a mile. I throw the car into turn 2, and nail outter zone 2. I nailed the inner clip perfectly, and I throw it hard into outter zone 3 perfectly. Came across the finish. I'm happy we got through the battle. The car is still together. Had a little mishap on outter zone 1 but I'm just hoping my opponent had a mistake somewhere to push the needle my way. Unfortunately for me, he did not. He has a good lead and a good chase. Me missing outter zone 1 by 1 foot, just ended my weekend. Ended my weekend at my home track, and another horrible weekend for the team. We get the car back to the pits, check out the rear of the car and it is wacked out. The alignment is no where near, one wheel is basically jamming itself into the chassis of the car so bad, there is a mark from the tire and rim rubbing the chassis under load. But it's what we had to work it. For what we had, it was a decent showing but still not what we as a team are capeable of. Tough start to the first half of the season, and we are looking forward to St. Louis to show what we can do! WORDS: Ricky Hofmann
PHOTOS: Caitlin Ting NST - NonStopTuning www.NonStopTuning.com Join Alex Lichliter and the team for a video recap of the second round of the 2024 Formula Drift ProSpec season, in New Jersey.
NST - NonStopTuning www.NonStopTuning.com |
AuthorNST - NonStopTuning Archives
October 2024
Categories
All
|