18th Jul2016

It’s Really Not a 240SX: Erik’s 180SX

by Michael Chandler

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In a world full of real and fake, mislabeled things, and people trying to fake the funk, it’s rare we find someone with a real, correctly labeled, funky ass thing on their hands.  Sometimes it’s a guy with a rad, rare camera.  Other times it’s somebody with a copy of that movie you loved as a kid, but could never find in adulthood.  In this case, it’s Erik with a legitimate 180SX.  Right hand drive and all.

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Can we acknowledge the clear timing belt cover?

You can’t really see it, but the ID plate lists this car as a 180SX that came with an SR20DET.  And this car ran an SR for a very long time, then Erik got an itch, and BH Motorsports got crafty, and it has an RB25DET Neo under the hood.  It’s not crazily built, the only internal modifications are a set of Tomei Pon cams.  Everything else is a bolt on.  On the intake side is a Freddy intake manifold (Fake Greddy, keep up) with a set of R35 GTR fuel injectors and a Tomei fuel pressure regulator.

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On the fun side is a Garrett 3076r snail, bolted to a CX Racing manifold.  Cooling the compressed air before it gets to the Freddy manifold is a PBM intercooler.  Watching over this whole ordeal is a Haltech Platinum Pro Series ECU, which gets and sends information via a Wiring Specialties harness.  Tuning services were provided by D-Wreck.

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Or else what?

Getting that power to the driven wheels is an RB20 transmission, loving stuffed with an ACT 6 puck unsprung clutch.  In the back, between the driven wheels, is a NISMO two way limited slip differential.

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Doing the stopping is a set of S14 brake calipers up front, and the stock calipers in the rear.  Both have Project Mu pads in them, which seem to be doing the job.

Helping Erik get that sweet, sweet steering angle (which, as I’m told, translates to sweet, sweet street cred) is a whole mess of stuff that my feeble brain barely has a grasp of: PBM knuckles front and rear, lengthened and boxed lower control arms, Driftworks offset and bent tension rods, an GK Tech offset steering rack spacers.

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Helping to maximize grip, something a drift car actually needs) are a set of Gecko street coilovers.  Strut tower bars provided by JIC  (front) and Cusco (rear), and a Godspeed full rear suspension arm kit in the back help keep things planted.  Also some Stance subframe risers raise a subframe… Not sure which, but one of them is raised!

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The front and rear wheels and tires are different, for reasons.  Up front the 18×9 Rota G Forces are wrapped in 205/40 Federal 595s, and out back the 18×10.5 Vordovens turn 265/35 Achilles ATR Sports into white smoke.

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Ok, now that we’ve covered what makes this car go, we can get on to the miles of style this thing has.  In the back it has a set of JDM kouki tail lights, over which is a custom drag wing made by Team Orange.  Who is Team Orange?  They’re the drift team that ran RWD Evos and WRXs in D1GP.

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The car sports a replica Vertex body kit, and a real D Max hood vent.  It also has a one of ten Godai Elements: Earth windshield banner from Super Wow Factory.  The gray and deceptively purple two tone was done by Brandon over at D-Spare.

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Inside, on the driver’s side, is a Bride Vios Low Maxx 3 seat, on Planted seat rails.  The limited edition Jimmy Up steering wheel is mounted on a Works Bell quick release, and a NISMO shift knob tops the shifter.  180SX feature Michael Chandler CAMautoMag-6

On the passenger side is a Bride Zeta seat, also on Planted rails, and a set of Defi gauges mounted in the dash.  No such thing as too much information.

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And in the back, opposite the Sard surge tank, is a .50 caliber ammo box.  Inside that box is not ammunition, but his battery.

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This isn’t a 240SX with 180SX tail lights and center section.  This is the real deal.  It also hasn’t been dipped and deep fried in America either.  This is about as JDM as you’re gonna get until you hit the home islands.  It’s really authentic, and really a 180SX

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
25th Mar2016

Make It Yourself: Widebody Voltex WRX

by Michael Chandler

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Words and photos by Michael Chandler

Since that fateful SEMA, all those years ago, making your car wide has become a lot easier.  There are rivet on fender flares for all of the popular chassis: FRS/BRZ, 350Z, 240SX, E36, I even saw that there’s a Pandem kit for EG Civics!  If you have a Porsche, you can have Nakai-san fly to you and make your 964 or 993 chassis 911 insanely wide.  This is great and all, but seeing a hand made wide body kit, where the fenders were cut and shaped and re-welded and repainted is a rare sight.  Hardly anybody is doing that.  Jon Truong is no stranger to making something work on his bug-eye WRX.  For a while this thing was known for sporting some Voltex pieces, pieces that weren’t made for the 02-03 WRX’s.  How do you improve on that little project?  Well let’s talk about that.

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A pair of bright red Bride Low Max seats with 5-point Takata harnesses brighten up the interior.  An Auto Power roll cage provides some extra security in case things get a little wild, which hopefully they don’t.  Jon lays his hands on a gorgeous, limited edition Sparco Champion steering wheel, which is attached to an NRG quick release hub.  Between the steering wheel and the gauge cluster are an AEM UEGO wideband gauge, and one of his Defi gauges.  Atop the dash, dead center, are the rest of his Defi gauges.  They monitor oil temperature and pressure, exhaust gas temperature, and boost.  The shift boot has been replace with a JPM Coachworks Alcantara piece.  All those gauges and that cage would be ridiculous if the engine was stock, but thankfully that is not the case.

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Definitely not stock.  Far, far from it.  Very few OEM pieces remain.  The crankcase is the on that came with the car, but that has been filled with some shiny new bits.  The block received a set of Darton sleeves, a crankshaft from a 2008 STI, KillerB pickup tube and baffle, King bearings, Rallispec connecting rods, and Cosworth pistons.  ARP headstuds hold the ported and polished two liter heads to the block, with Tomei headgaskets in between, and those heads are like a pinata: filled with goodies!  BC 1mm oversized valves, titanium valve springs and retainers, and 272 degree camshafts.  Supertech valve guides let those big valves move smoothly.  NGK spark plugs, one step colder than stock, supply the bang for the Otto cycle.  Samco radiator hoses, a Grimmspeed thermostat and a Koyorad radiator keep the engine cool, and a Tomei timing belt connects the new crank to the lumpy cams.  Hiding the alternator (hey, that’s stock!) is a gorgeous Abbey Road Company, more commonly known as ARC, alternator cover.

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Sitting atop an Agency Power manifold and TurboXS rotated up-pipe is a massive Garrett GT3582R turbo, featuring a TiAL hotside.  That’s quite the hair dryer!  That beast requires a bit of fuel, which is provided by a Walbro 255lph fuel pump, Agency Power fuel rails and Injector Dynamics 1000cc fuel injectors.  An Aeromotive fuel pressure regulator makes sure the flow is consistent, which is an important thing when you’re dealing with any larger-than-stock turbo setup.  Keeping the boost in check are a wonder trio of bits: a TiAL 44mm wastegate and Q blow off valve, and a Hallman boost controller.  Jon is running an AEM 3.5 BAR MAP sensor, because reasons and there’s no place for a MAF sensor.  The brains of the operation aren’t behind Jon’s bespectacled eyes, but in the COBB Tuning Accessport.  Keeping everything lubricated is oil, and sending that oil to the places it needs to go is a Cosworth high volume and pressure oil pump.  At the end of this whole thing is an Invidia G200 catback.  Ok, while all of that is awesome, it’s not what makes this car special.  While beauty in people is on the inside, the opposite is true for this car.

Now, all of the power needs to go through some stuff so it becomes what they call “usable”.  As you know, or not, Subaru transmissions are known for having 2nd gears made of glass.  Thankfully an upgrade to a six speed trans out of a JDM 2007 model should have that situation remedied.  Holding that new transmission in place is a Perrin transmission mount, and connecting that to the rear differential is a PST carbon driveshaft.  Helping with the gear shifts are a Kartboy short shifter and a Goodrich stainless steel clutch line.  With great power comes great necessity for a clutch that can handle that.  A Carbontec carbon clutch is up to the task, and an ACT Streetlite flywheel helps with engine response.

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Actually putting the power to the ground are a set of Yokohama Advan AD08Rs, which are mounted on a massive set of CCW Classics.  They come in at a staggering 18×11!  Behind the gargantuan wheels (11″ wide!  On all four corners!  ON A STREET CAR!!!) are Brembo calipers harvested from an STI, which clamp Hawk HPS pads upon DBA T3 slotted rotors.  All hail the magical kangaroo paw.  Feeding brake fluid to the calipers are some Stoptech stainless steel brake lines.  The suspension is fairly simple, a set of Zeal Function coilovers bring the car down and make the lateral transitions sharper.

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They say beauty is on the inside, and while the insides of this car are very pretty, the outside is much prettier.  You can clearly see that the license plate say VOLTEX.  This is for good reason.  Jon was bold enough to graft Voltex parts not meant for his chassis on to it.  For the longest time this was just the Voltex Bugeye, and that was good.  The rear diffuser, sidesteps and GT wing, and Greddy lip proved to be starting points, because things just went from there.  In the rear we have 04-05 tail lights, and a rear bumper and fender arches from yet another STI.  Oh, and there’s also the widebody setup back there too.  But why throw a widebody on the rear, and not the front?

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Before we get to that, let’s talk about some of the other stuff on this car.  There’s a wide assortment of JDM goodies on this: STI V7 hood scoop, grill and headlights; Spec-C roof vent; side markers, and ion fog lights.  There’s a roof vane behind the roof vent, and the corner markers have been plugged with carbon fiber.

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As you can see, there are no rivets on the exterior of this car.  And the wide fenders on the front didn’t arrive at Solid Autoworks in a box.  Those are handmade in metal.  Seeing someone with legitimate wide metal front fenders is a rarity, in an age where you can order FRP over fenders and slap them on.  A lot of craftsmanship went into this bugeye, proving that sometimes the only way to have the best is to make it yourself.

GALLERY:

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
03rd Mar2016

Boo!

by Michael Chandler

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Isn’t it scary that the weekend is almost upon us?

*Article and Photos are copyright of CAMautoMag.Com and their respective owners.
12th Jul2013

Simple S2000

by Michael Chandler

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 Keep it simple stupid

Simplify then add lightness

Simplicity is the ultimate sophistication

There are hundreds of quotes talking about the greatness of simplicity, and at one point we have all said we wanted something simple.  But some of us end up with something overly complicated and regret taking the path of over complication.  Nathan Luong has taken his Honda S2000 down the path of simplicity.

 

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The most noticeable modifications the the exterior are the Voltex Type 1V Wing, the OEM hard top and front lip and the APR GT3 carbon fiber mirrors.  Most people keep Honda’s roadster as a soft top, so seeing one with a hard top is a bit of a rarity.  Seeing one with the Voltex wing is a bit more of a rarity.  And you don’t really see Modulo badges everyday either.

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Nate also popped on some clear side markers from a S2000 CR and an AP1 S2000 rear bumper.  Underneath the Voltex wing is a smaller GT Motoring duckbill spoiler.

 

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The car is a bit more stiffly sprung thanks to a set of KW Variant 3 coilovers and a Cusco strut tower bar.  It sticks and stops better thanks to the 255/40 Advan Neovas wrapped around the 17×9 Enkei PF01s.  It’s not pushing a penny across a parking lot low, nor is it a super meaty track car stance.  It’s a nice look for a street car, and capable enough to turn some laps on a track if the situation arises.

 

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The simplicity continues under the hood.  An AutoTecknic carbon fiber cooling plate helps direct airflow to the K&N intake.  From there it makes it way through the engine and out of the car by way of an HKS 75mm exhaust.

 

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Cabin wise it’s painfully simple: Bride Vios 3 seat on Buddy Club Super Low Down seat rails, J’s Racing shift plate and a Team VooDoo shift knob.  He’s had that shift knob in all of his cars, and probably will continue to keep it in all of them.

Is this the most intensely built S2000 ever?  Not even close.  Is it a fun driving, handsome roadster?  And then some.  Ralph Waldo Emerson said “Nothing is more simple than greatness; indeed, to be simple is to be great.”  This car embodies those words.

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Words and photos by Michael Chandler

*Article and Photos are copyright of CAMAutoMag.Com and their respective owners.