Atomizer has come out with their all new Fury Billet Injector line which replaces all Atomizer 3 designed units. The features and benefits are above anything else offered on the market for a race/motorsport injector.

Upgrade your build with FURY injectors, now rated for 600–6000+ HP. Our latest line features upgraded, 100% rebuildable, high-performance replacements for both Bosch 210 and Siemens Deka 220 injectors. Enjoy better flow, reliability, and compatibility with all fuels, including methanol and ethanol.

Every Atomizer injector is hand-built and flow-matched to the hundredth of a cc per second for razor sharp fueling. Each injector we offer is customizable to low or high impedance and can be made to virtually any PPH needed up to 1,525PPH at no extra charge.

FURY ST: Designed for high-HP single injector performance and race applications, offering outstanding drivability and reliability for your customers’ builds.

Its low 1.6 Ohm impedance suits peak and hold driver systems, while a wide spray pattern enhances combustion and power.

Featuring a 5mm extended tip for better fit and spray targeting, it’s ideal for custom and high-boost setups. It supports fuel pressures from 160–325 lbs/hr at 43.5 psi to 500–850 lbs/hr at 90 psi, adapting to various configurations. The EV1 connector ensures easy installation with most aftermarket and OEM harnesses. Built with a durable billet aluminum body, it fits standard 14mm fuel rails and common intake manifolds. Perfect for drag cars, turbo projects, or street/strip builds, the FURY ST delivers reliable high-performance fueling.

BC 210: A high-impedance, USA-made injector that serves as an improved replacement for the Bosch 210 (2200cc) series. It features modern high-flow technology and compatibility with a wide range of fuels and setups.

Upgrade your fueling system with the Atomizer BC210 Fuel Injector-a superior, rebuildable alternative to the Bosch 210 injector, engineered for the most demanding motorsport and high-horsepower street applications. Hand-built in the USA, the BC210 sets a new standard, delivering rapid response, precise fuel metering, and efficient combustion, making it ideal for turbocharged, supercharged, and naturally aspirated engines. Each injector is dyno-proven, flow-matched, and fully rebuildable, ensuring consistent results and long-term value.

Key Features & Benefits:

High Flow Rate: 210 lb/hr (2200 cc/min) at 43.5 PSI, with proportional increases at higher pressures for versatile tuning.

Fuel Compatibility: Works with gasoline (pump and race), alcohol fuels (methanol, ethanol, E85), and CNG-perfect for drag racing and high-power builds.

Precision Engineering: Proprietary Atomizer Flow Technology ensures micro-droplet fuel delivery for efficient combustion and smooth idle.

Durable Construction: Made from billet stainless steel for maximum strength, serviceability, and longevity.

Plug-and-Play: High-impedance coil design is compatible with most OEM and aftermarket ECUs-no resistor packs needed.

Hand-Built Quality: Each injector is hand-assembled, internally blueprinted, and flow-matched in a closed-loop environment in the USA.

Rebuildable: Designed for long-term use and easy servicing, saving you money over time.

Technical Specs:

• Body diameter: 25 mm
• Length (O-ring to O-ring): ~62.5 mm
• Overall length (top to tip, extended): 86.5 mm (5 mm longer tip for improved spray)
• Standard 14 mm fuel rail and runner bore
• Dual 14 mm O-rings (90 durometer proprietary Viton) for superior chemical and temperature resistance
• Bosch EV1 90° connector for optimal fuel rail clearance
• Stainless steel inlet filter basket (requires 10-micron post-pump filter)

Why Choose Atomizer BC210?

• Specifically designed for high-performance and power-adder applications, while maintaining street-like idle control.
• Consistent, clean spray pattern for improved throttle response and turbo spool.
• Built to outperform and outlast generic 210 lb/hr injectors, with full support for rebuilds and service.

SD 220: The SD 220 is a fully rebuildable, precision-built replacement for the discontinued Siemens Deka 220. It exceeds the original’s performance, supports all major fuels, and is engineered for extreme horsepower turbo and supercharged engines.

The Atomizer SD220 is the modern evolution of the legendary Siemens Deka 220 fuel injector, purpose-built to fill the gap left by the discontinued original. Engineered for racers and high-performance enthusiasts who demand more, the SD220 combines the trusted fitment and performance profile of the Deka 220 with advanced materials, superior flow, and unmatched fuel compatibility. Say goodbye to throwaway injectors that can’t be rebuilt and serviced. The new purpose-built SD220 changes the game! 

Why Choose the Atomizer SD220?

• Direct Upgrade for Siemens Deka 220:
  Designed as a drop-in replacement, the SD220 shares the same dimensions as the FURY. Unlike the original Siemens Deka 220, this upgraded version is 100% rebuildable, making it the perfect solution for builds that require more longevity, reliability, and flow.
• Extreme Flow for Extreme Builds:
  Delivers a massive 220 lb/hr (2433 cc/min) at 43.5 PSI and approximately 260 lb/hr at 58 PSI—ideal for turbocharged, supercharged, and high-horsepower racing applications.
• All-Fuel Compatibility:
  Run gasoline, methanol, ethanol, and flex fuels with confidence. The SD220 is engineered to handle the harshest fuels and race blends without modification.
• Racing-Grade Durability:
  Machined from proprietary USA MIL SPEC billet stainless steel, the SD220 is built to withstand the rigors of professional motorsport and high-performance street use.
• Precision Atomization:
  Features a 40° cone spray pattern and multi-orifice design for optimal fuel delivery, efficient combustion, and precise control—even at low pulse widths.
• Fast, Reliable Response:
  Lightning-quick seat crack (0.7 ms), full open (1.25 ms), and close (1.3 ms) times ensure crisp, responsive fueling under all conditions.
• Flexible Fitment:
  Refer to dimension photo here for detailed information. 
• Built to Last:
  Factory-fitted double Viton O-rings provide superior resistance to high temperatures and aggressive fuels. The injector is 100% rebuildable and field serviceable for long-term value.
  

• 

• 

• 

• 

• 

• 

We had the chance to work on a EJ257 recently that needed a bunch of help in the way of oiling modifications and overall clean up with updates on parts.

This assembly is featuring a set of Pauter rods, CP pistons (101mm), Darton Sleeves, ARP case bolts, SCE Gaskets & M14 Headstuds.

We started in by milling the case set to reset the main housing bores as they were severely out of spec. We then surfaced the case sets as this assembly had head gasket issues with not sealing to the Darton sleeves. After indicating the case sets in we could see the gaskets were not touching the middle of the bores which is why this assembly failed so soon. Next up was to pin fit both rods and pistons to gain correct pin bore clearance for the engine so it won’t gall the pins under load especially since this engine will see upwards of 800HP.

all aluminum parts were vapor honed in house using our VHT cabinet. We also did extensive oiling provisions to the case set and cylinder heads to aid in oil distribution as well as oil flow.

Everything went together really well and we love the final product!

• 

• 

• 

• 

• 

• 

• 

We have been working very hard over the past year and a half to develop a product for the L series platform that will change things so drastically on power/performance that we felt it was time to debut what we’ve been working on.We looked over the web for quite some time, talked with a lot of racers during the prime of Datsun racing and looked at a multitude of camshaft profiles a lot of owners and racers were using. What we found was there was a massive disconnect on the effective means of power in the L series prime vs today. What we found unfortunately is that the cam profiles really didn’t measure up to allow for optimum performance and the factory setup limited the user so much it left so much off the table that we had to sit down and figure out how we can make this need for better performing parts a reality.

L4-6 ELITE TOWER

DATSUN L SERIES ENGINES HAVE BEEN AROUND SINCE THE 70s WITH A MULTITUDE OF CAMSHAFT SELECTIONS FROM REGRINDS TO NEW CAST CORE UNITS TO A MULTITUDE OF LOBE DESIGNS AND LIFT PARAMETERS. OWNERS AND RACERS ALIKE HAVE BEEN USING SAID CAMSHAFTS FOR DECADES WITH ONE SMALL ISSUE, YOU CAN NEVER MAKE THE LIFT OF THE LOBE PROFILE BIGGER THAN THE CAM JOURNAL WILL ALLOW DUE TO THE FACTORY 1 PIECE CAM TOWER BEING THE OVERALL LIMITING FACTOR. SOME THROUGHOUT THE YEARS HAVE MODIFIED THE CAM TOWERS TO ALLOW FOR HIGHER LIFT BUT IN EXTREME CASES BUT ULTIMATELY THOSE ARE FOR RARE OCCASIONS AND FOR THOSE CHASING EVERY OUNCE OF PERFORMANCE OUT OF THEIR L CYLINDER HEAD.

WITH A FRESH IDEA AND A NEW APPROACH, WE’VE COME UP WITH A CLEVER DESIGN THAT NOT ONLY ALLOWS THE END USER TO OPT FOR A SIGNIFICANTLY BETTER PERFORMING CAMSHAFT BUT WE CAN ALLOW THE USER TO EFFECTIVELY RUN LIFT PARAMETERS WELL OVER .600”+ WITH NO ISSUE. OF COURSE THE USER WILL HAVE TO ENSURE THEY HAVE CORRECT PISTON TO VALVE CLEARANCE FOR SUCH A CAM TO BE USED BUT THE CAPABILITIES NOW ARE ALMOST ENDLESS ON WHAT CAMSHAFT THE USER WANTS TO RUN. THIS OPENS UP AN ENTIRE NEW WORLD OF PERFORMANCE GAINS BY WAY OF CAMSHAFT AND VALVE SPRING SELECTION.

“A NEW CHAPTER IN DATSUN L SERIES PERFORMANCE IS NOW FINALLY ACHIEVED”“

WELL WHAT ABOUT THE SPRAY BAR ADD ON WE LIKE TO USE FOR ENDURANCE RACING?” WE HAVE YOU COVERED THERE AS WELL. ALL OF OUR ELITE CAM TOWERS FEATURE PROVISIONS FOR A BOLT ON SPRAY BAR TO BE USED. THOSE THAT WANT TO RETAIN THAT FEATURE CAN CERTAINLY DO SO WITH OUR NEW SYSTEM.

NO MORE WORKING HARD AT INSTALLING THE CAMSHAFT INTO THE TOWERS MAKING SURE NOT TO SCRATCH ANYTHING OR DAMAGE THE CAM UPON INSTALLATION. NOW YOU CAN GRAB BOTH YOUR FRONT AND REAR CAM TOWER (FACTORY) AND SLIDE ON EACH END OF THE CAM AND PROCEED TO INSTALL THE CAMSHAFT FROM THE TOP AND LAY IN THE FITTED ELITE TOWER STANDS AS THEY ARE INSTALLED INTO PLACE. SIMPLY FASTEN THE FRONT AND REAR CAM TOWER INTO PLACE THEN INSTALL THE ELITE TOWER CAPS ON THE MIDDLE TOWER STANDS AND TQ TO SPEC AND YOU ARE READY TO PROCEED.

THIS SYSTEM MAKES CAMSHAFT INSTALLATION MUCH EASIER, FASTER. OUR NEW ELITE TOWER SYSTEM GIVES YOU OPPORTUNITY LIKE NONE BEFORE TO ACHIEVE NOT ONLY BETTER PERFORMANCE BUT WITH AN UPDATED BILLET LOOK AND FEEL THAT IS UNLIKE ANYTHING ELSE ON THE MARKET.

ALL OF OUR TOWER KITS WILL COME MACHINED UNDERSIZED. THIS MEANS YOU WILL NEED TO HAVE THE ELITE TOWERS MACHINED TO FIT FOR THE CAMSHAFT YOU INTEND TO USE. THIS ALSO MEANS..YOU GUESSED IT…BIGGER CAM JOURNAL OPTION! WITH A BIGGER CAM JOURNAL OPTION YOU CAN ACHIEVE A STRONGER CAM AND BETTER PERFORMANCE. (COMING SOON!…..)

THE UPSIDES ARE IMMENSE AND WE ARE EXCITED TO BRING THIS PRODUCT TO MARKET. WE FEEL ANYONE LOOKING TO BUILD PEAK PERFORMANCE OUT OF THEIR L SERIES PLATFORM SHOULD CONSIDER OUR ELITE TOWER SYSTEM.

STAY TUNED FOR FUTURE LAUNCH DATE / PRICING AND MORE INFORMATION. WE LOOK FORWARD TO CONTINUING TO SUPPLY TOP TIER PRODUCTS FOR THE L SERIES PLATFORM!

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

• 

With the new VR30 engine platform making headway into aftermarket industry for racing, the new generation V6 engine is making really good gains in HP/TQ. With these gains becoming more and more its only a matter of time the block will need to have a better supporting fixture to retain the crankshaft under extreme loads.

All cast aluminum bedplates from Nissan feature a steel insert with a cast aluminum case which for production reasons is a great idea due to not only making the block very strong by running single bedplate design on an all aluminum block, but also, it gives the cast material a much better robust factor. The drawback however is that cast aluminum is not that strong and always filled with impurities and the grain structure is to be desired. We aren’t saying ppl can’t make good respectable HP with the factory bedplate, however we do know that there is a limit to the factory parts so we set out to be a step ahead of the platforms growth by offering a new billet piece.

Our approach is to not only secure the crankshaft better but to also increase the engines output by way of keeping the block and crank fixtured better for extreme applications. This same viewpoint is adopted in the VR38 block as well as many other aluminum block assemblies that use a single piece bedplate.

The new billet bedplate does just that. Made of robust 7075 material our new billet bedplate will enable the end user to make more power more reliably without compromise.

Bedplates will be available to the public starting first quarter of 2025. Bedplates do require the block to be machined to accept the new bedplate so a line bore and align hone machine work is needed.

We had a great deal of work to process on this RB. This assembly will be used for some very spirited road racing and will look good doing it.

This particular RB is quite unique due to the use of many billet components found throughout the RB vendors list. What makes this RB stand out is the use of some really nice billet covers and the addition of a Kiwi CNC billet dry sump system. The touch of purple doesn’t hurt either!

Mod list for this RB is quite lengthy but well equipped!

Darton Dry Liners
CP Pistons (3 stg ceramic processed)
Carrillo H beam rods
ACL Bearings
ARP Head studs
Billet Main Cap kit w/ Brace
M12 Main stud upgrade
Kiwi CNC Billet Dry Sump system
Crank trigger/Cam sync kit
CPC Billet covers
Tomei Headgasket
Dailey Engineering 5 stg pump
EP CNC Head package
Tomei Camshafts
HKS Cam Gears
EP Idler Stud kit
Supertech Performance valves & springs/retainers
Head drain kit
ATS FFD LSD
EP FFD Rebuild Service

With older methods of cleaning heads being outdated and honestly frowned upon in the automotive racing industry, machine shops have to adapt and conform to new technology to clean parts. One such process is vapor honing. Since our acquisition of our VHT Honing cabinet we’ve been able to process all our aluminum heads, oil pans & other various engine components to a better than new look and feel.

Here is a great comparison of a set of conventional BBC cylinder heads.

If you are interested in having us clean/process your parts please get in contact with us!

Simple, small, aesthetically pleasing, affordable, & in stock. Our very own RB head drain kits are in stock and ready to ship. $135 shipped in the USA. Each kit comes with our billet drain back body, hardware & Oring for a leak free fit. Minor alteration to the head to allow our kit to bolt on and you’re ready to go. Our very compact system is the smallest on the market for a very low key presence. Call or email us to order .

We have a really nice built VR38 short block up for sale. This assembly is rated for 1800+HP. Great for a back up assembly if you’re racing or just need a quick build without the downtime.

CP Pistons w/PVD Ring kit
3 stg piston coating
Darton Dry liners
Callies Ultra Rods
Callies Ultra Billet Crank
ARP H11 main studs
Billet Bedplate (ceramic anodized)
King Main Bearings
Mahle BBC Rod bearings

No core buy out right. Serious buyers only. Email or call in to purchase. Bedplate side bolts aren’t shown but are fitted (not pictured) NO CORE CHARGE – BUY OUTRIGHT

This RB came into us a while back needing some significant repairs. While doing so the client opted to update much of the engine assembly to ensure he could make the power he was wanting to produce from his RB.

This RB26, while a little over built for his needs will definitely own up to the task of being consistent and reliable when the time comes to put down some good numbers.

This RB26 mod list consists of:
CP Pistons
Saenz Rods
ACL bearings
ARP Hardware
BSW/EPR Billet main cap kit w/ brace
Supertec spline drive
Tomei oil pump
Leask sump upgrade
M12 main stud upgrade
EPR Full CNC head package
Tomei Camshafts
Supertech Valve train parts
HKS adjustable cam gears
Garrett Motion Billet GT Series turbos
Tomei manifolds & outlet pipes
Full custom oil/water line system
Ross crank trigger/damper/cam sync kit

We were sent in a Toyota Tacoma V6 engine assembly to rebuild as the engine ran out of steam and couldn’t produce more power on the factory setup.

This 1GRFE is equipped with a TRD Supercharger and made some pretty good numbers, but with the increase in boost pressure with a billet pulley upgrade the stock rods and pistons then become the weak link in the system. So a full rebuild with custom rods & pistons was in order.

The cylinder heads were completely redone as well. New bronze guides, new SB Valves, Kelford cams & springs were utilized as well. Heads went through a full rework on the intake & exhaust ports.

Our new pistons were made by CP and are 10:1 with our new custom Saenz forged rod made a great combination that is well suited for this build. We also updated the head bolts for new ARP 2000 head studs (available through us only)

We look forward to seeing what this really nice 1GRFE can put down with this new build.