Super Street - November 2016

S U P E R S T R E E T

VOL. 20 NO. 11 SUPERSTREETONLINE.COMTHE BEST TUNERMAG EVER! Y a a a s s s s s s s s s K w e e e e e e e e e e e e e e n !

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LIFE GOALS Geoff Stoneback’s Nissan Silvia and Hert Eugene Jr.’s LS-powered Mazda RX-7, just two of the stars from Gridlife Midwest ’16. See the full story on page 20. Photo: Jofel Tolosa

7

CONTENTS

THE NISSAN ISSUE

EVENTS 20 GRIDLIFE

FEATURES 16

EVASIVE MOTORSPORTS’’10 GT-R

18

VIRTUAL WORK RACING’S ’10GT-R

26 JORDAN CONNOR’S ’72 510

36 NISSAN JAM

PERFORMANCE 62 350Z AND 370Z GUIDE

32 GEOFF STONEBACK’S ’01SILVIA

DEPARTMENTS

38 JULIA DUONG’S ’96 240SX

10

HOLE SHOT

44 NAOHIRO YAMANE’S ’92SILVIA

12

USUAL SUSPECTS

48 JOHNNY TRAN’S ’72 240Z

58 ETC.

54 ANDRE TORRES’ ’92 240SX

76 THROWBACK

70 JON FRAMPTON’S ’67 1600 ROADSTER

81

SUPER STREET (ISSN #1093-071X),NOVEMBER 2016 VOL. 20, NO. 11

HAPPY ENDING

Copyright © 2016 by TEN: The Enthusiast Network Magazines,LC. L All Rights Reserved. Published monthly by TEN: The Enthusiast Network, LLC., 261 Madi son Avenue, 6th floor, New oYrk, NY 10016. Periodicals Postage Paid at New York, NY and at additional mailing offices. Subscription rates for 1 year (12 issues): U.S., APO, FPO nd U.S. a Possessions $22.97, Canada $34.97, foreig n orders $46.97 (including surface mailpostage). Payment in advan ce, U.S. funds only. For a change of address, six weeks’ notice is required. E-mail [email protected], call 800/456-6426 or 386/447-6385 (Intl) or write to Super Street, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address and phone number on any inquiries. No part of this book may be reproduced without written permission. Printed in the U.S.A. This book is purchased with the understanding that the information presented is from varied sources for which there can be no warranty or responsibility by the Publisher as to accuracy or completeness. Postmaster: Send all UAA to CFS. (See DMM 707.4.12.5); NON-POSTAL AND MILITARY FACILITIES: send address corrections to Super Street, P.O. Box 420235, Palm Coast, FL 32142-0235.

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HOLE SHOT

TEN: The Enthusiast Network, LLC Chairman Peter Englehart Chief Executive Officer Scott P. Dickey Chief Financial Officer Bill Sutman President, Automotive Scott Bailey EVP/GM, Sports & Entertainment Art Direction & Design Norb Garrett

Editorial Content Director Matt Rodriguez Editor Sam Du Managing Editor Michelle McCarthy Online Editor Bob Hernandez Social Media Manager Mike Sabounchi Staff EditorJofel Tolosa ProductionEditor Josh Ching

Art Director Bernice Guevarra Contributors Aaron Bonk, Patrick Lauder, Ryan Lugo, Big Mike, BK Nakadashi, Viet “V” Nguyen, Jorge Nunez, Faiz Rahman, Dax Rodriguez, Colin Waki, Jonathan Wong

Manufacturing Operations VP, Manufacturing Operations Greg Parnell ArchivistThomas Voehringer The Super Street Network on the Web www.europeancarweb.com www.superstreetonline.com Advertising General Manager Rudy Rivas Associate General Manager Willie Yee Advertising Operations Manager Christy Tryon

240S WILL NEVER GET OLD

Advertising Coordinator Lorraine McCraw

WEST Los Angeles:831 S. Douglas St., El Segundo, CA 90245; 310/531-9900 Irvine:1821 E. Dyer Rd., Ste. #150, Santa Ana, CA 92705; 949/705-3100 EAST New York:261 Madison Ave.,

We’ve continually come across awesome Nissan/Datsun builds over the last few years and 6th Floor, New York, NY 10016; 212/915-4000 to our surprise (well, maybe not too much of a surprise), one of the most popular project NORTH . It’s amazing to see the 240 is still one of the most modified, driven, cars around is Nissan’s 240SX Detroit:4327 Delemere Court, tracked, drifted, and shown vehicles in the industry, considering it’s been around for the last three Royal Oak, MI 48073 248/594-5999 decades. The possibilities you can do to an S13 or S14 are endless, everything from your typical JDM MIDWEST SR20 swaps, Kouki conversions, KA turbos, to even the more recent Rocket Bunny Boss and Spirit Rei Chicago:310/531-9896 Odyvia stuff. The unlimited potential of the S-chassis is no doubt mind-blowing and we’ll admit that SOUTHEAST we still get a warm and fuzzy feeling every time we see a nice one. Take, for example, this month’s 813/675-3479 cover car built by Julia Duong. She's had her S14 for more than 20 years. Her 240 got her through SOUTHWEST college, and she even displayed it in the earlier import car show days. Several years later, she and her 626/695-5950 husband transformed the S14 into a JDM masterpiece that’s just as appealing to today’s kids as it was attractive back then. So for those who are quick to say, “Great, another S13/S14,” give Nissan a little more credit. The company has built a sports car that’s always been attainable, fun to build, and even more fun to drive than practically any other rear-wheel-drive car in tuner history. While we’re on the topic of Nissans…“Bitch, you’ve guessed it!” This is our annual Nissan issue. You have to forgive us because it’s been about 18 months since we dropped one of these issues, but we’re confident this month’s mag is a good representation of what’s hot today. We’d love to show you Hakosukas and R34 Skylines all day long, but the reality is that the S-chassis is still the most popular Nissan among enthusiasts out there. If you’re looking for something newer and perhaps more track-ready, we have a pair of R35 GT-Rs that dominate their respective playing fields. On the other end of the spectrum, more so than ever, we’re discovering seasoned car builders step into the world of Datsuns. Lastly, if you don’t own a Nissan and don’t want to join the S-chassis bandwagon, our regular contributor Aaron Bonk reveals why a 350Z or 370Z might be your next best project car. So what can we all look forward to in the next few years in the Nissan world? If you look at its current lineup, good luck finding anything inspiring… The Altima, Maxima, and Juke will never be exciting platforms for car guys. And as far as we know, the 370Z and GT-R will continue to live on, but are still years away from a major makeover. For now, we’ll keep giving props to the Nissans that our industry fell in love with, and the ones that, still to this day, never get old.

Sam Du Editor-in-Chief

Chief Marketing Officer Jonathan Anastas Chief Commercial Officer Eric Schwab Chief Creative Officer Alan Alpanian EVP, Operations Kevin Mullan VP, Editorial & Advertising Operations Amy Diamond SVP/GM, Performance Aftermarket Matt Boice VP, Financial Planning Mike Cummings SVP, Automotive Digital Geoff DeFrance SVP, Aftermarket Automotive Content David Freiburger SVP, In-Market Automotive Content Ed Loh SVP, Sports & Entertainment GregDigital, Morrow SVP, Digital Advertising Operations Elisabeth Murray SVP, Marketing Ryan Payne Consumer Marketing, Enthusiast Media Subscription Company, Inc. SVP, Circulation Tom Slater VP, Retention & Operations Ful llment Donald T. Robinson III

Any submissions or contributions from readers shall be subject to and governed by TEN: The Enthusiast Network’s User Content Submission Terms and Conditions, which are posted at http:// www.enthusiastnetwork.com/submissions. To advertise on this magazine’s website, or any of TEN: The Enthusiast Network’s other enthusiast sites, please contact us at [email protected]. SUBSCRIPTION

SERVICES FOR SUBSCRIPTION INQUIRIES: E-mail to [email protected], call 800/456-6426, or 386/447-6385 (Intl) or write to Super Street, P.O. Box 420235, Palm Coast, FL 32142-0235. Please include name, address and phone number on any inquiries. For a change of address, six weeks’ notice is required. Subscription rates for 1 year (12 issues): U.S., APO, FPO and U.S. Possessions $22.97, Canada $34.97, Foreign orders $46.97 (includes surface mail postage). Payment in advance, U.S. funds only. Occasionally our subscriber list is made available

to offeringplease goods send and services we believe would be of interest our readers. If youreputable prefer tofirms be excluded, your current address label and a note to requesting to be excluded from thesepromotions toTEN: TheEnthusiast Network,LLC,831 S. Douglas St., El Segundo, CA90245,Attn: Privacy Coordinator. Advertising Information: Pleasecall Super StreetAdvertising Department at 949/705-3149. TEN: THE ENTHUSIAST NETWORK, LLC. also publishes Chevy High Performance, 4-Wheel & Off-Road, Four Wheeler, Jp, Circle Track, Mustang Monthly, Mopar Muscle and Hot Rod. Reprints: For high-quality custom reprints and eprints, please contact The YGS Group at 800-290-5460 or TENreprints@theygsgroup. com. Back Issues: To order back issues, visit https://www.circsource.com/store/ storeBackIssues.html. Canada Post: Return undeliverable Canadian addresses to IMEX Global Solutions, P.O. Box 25542, London, ON N6C 6B2. COPYRIGHT 2016 BY TEN: THE ENTHUSIAST NETWORK MAGAZINES, LLC. ALL RIGHTS RESERVED • PRINTED IN THE U.S.A.


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USUAL SUSPECTS SARAP LIFE

>WHAT WE DID THIS MONTH FOLLOW US ON INSTAGRAM TO SEE WHAT SHENANIGANS WE’RE UP TO. SAM DU @duspeed

Just out here having a beer with @carolngo in front of the office. #aintcurr

Happy 10th Anniversary @dtmautobody!

@bpgdesign’s new digs in NYC. #wheredreamsaremadeof

MIKE SABOUNCHI@mykalfakerich

CHANGES Going off-road in a RAV4 supplied There’s nothing better in life than Ain’t nothing wrong with hanging in a hammock with your bros watermelon... #k by Toyota all day is simply way too while you’re “working.” #trackishot much fun!

JOFEL TOLOSA@jofeltolosa

Purple drank! #starbucks #secretmenu

Super Hoonigan Hunters.

Hi Precy! <3 #seethethingis

MAX FRAUCHIGER@madmaximus13

Reporting on the Hawaiian fight At PBS Hawaii shooting my music That shirt though... Keeping it against Monsanto at the Supreme video for a single from my seventhbreezy at Rabbit Island. Court Oahu. album,Terminal Viscosity.w

CAROL NGO @carolngo

My daily routine is simple. I wake up, go

to the gym, get ready for work, spend 80 percent of my day staring at a computer monitor, have dinner, and go home. But life is full of surprises, and when change comes, I’ve learned to embrace it instead of fighting it. First off, we are finally getting the renovation our office badly needs. So for the next year or so, we’ll be temporarily moving to another office. Second, your boy is finally dating somebody! Her name is Precy and she was the ultimate girl next door back in my high school days. Making this sort of announcement can be tricky since we work about three months in advance, but this means I have full confidence that three months from now I won’t completely blow it with this girl. My plans for project AE86 have changed slightly as well. Originally, I wanted to install a 20v 4A-GE motor, but it seems the best bang for your buck right now is the BEAMS 3S-GE motor that comes out of the Japanese Toyota Altezza (shoutout to Ichiban JDM for coming through with the motor). I’d like to point out that my Scion FR-S isn’t quite done, either. I’m putting on some Takata harnesses, got a radiator and oil cooler from Koyorad, and a big brake kit from Tarox! She’ll be ready for Super Lap Battle in no time! Lastly, for the first time I was able to check out the car scene outside of California and Japan. Thanks to Chris Stewart for giving me the full Gridlife experience. I’m really excited about what’s going to happen next…

Jofel Tolosa Staff Editor Good luck in NY, Bernice!


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IT’S NOT ALL ABOUT POWER WITHEVASIVE MOTORSPORTS’ NISSAN GT-R WORDS Sam Du PHOTOSJorge Nunez

In the next few pages, you’ll be getting a taste of two of North America’s baddest Nissan GT-Rs; however, Depending on your both couldn’t be anymore different. preference, you’ll either be drawn to one or the other. What we can guarantee you is that both have been engineered to go fast as hell on the track, and both somehow still have the driveability to make the two-hour drive home—with the air conditioning on! We’ll begin with this poster child from Evasive Motorsports th (dubbed “poster child” because it was featured on our TE37 10 anniversary poster last month). Painted a beautiful Porsche black, this GT-R is no stranger, introduced at the ’14 SEMA Show within the Yokohama booth. Not meant to just sit there and look pretty, the intention of the car was always to make its way onto the circuit, which it did with flying colors, running a 1:47-second lap at Buttonwillow Raceway. To put that into perspective, that would position the car in second place in the Unlimited AWD category at last year’s Super Lap Battle. Does it have 1,000 hp and has it been completely stripped? No. In fact, Evasive achieved that lap time without even touching the motor or upgrading the turbos! The team at EVS accredited much the GT-R’s quickness to the chassis improvements. The TEIN suspension with three-way dampers, designed specifically for the R35, included custom valving. Everything else was upgraded as well to complement the suspension, for example, the A-arms, sway bars, bushings, and camber/traction/toe links. Every GT-R comes equipped with OEM Brembos, but this whip needed something that could handle a constant pounding on the brakes without too much pad wear and overheating. 16 SUPERSTREETONLINE.COM

TUNING MENU ’10 NISSAN GT-R OW NER EVASIVE MOTORSPORTS HOMETOWN SANTA FE SPRINGS, CA O CCUPATION BUILDING FASTER AND FASTER CARS ENGINE GReddy 29R intercooler kit, DCT transmissio n cooler,

Supreme titanium exhaust, downpipe, intake, blow-off valve; NGK Racing spark plugs; custom EVS single titanium exhaust exit; 1300cc ID injectors; ported turbo inlet pipe; Carbing coolant reservoir tank ; tuned on E85 FO OTWO RK & CHASSIS TEIN three-way Super Racing Damper, Active EDFC Pro; Swift front and rear sway bars; SPL PRO front upper A-Arm, monoball bushings, titanium rear camber links, titanium rear traction links, titanium rear toe links, eccentric lock out kit; Safety 21 four-point rollbar BRAK ES 400mm front, 385mm rear Alcon Monoblock six-piston big brake kits; Project Mu H6 Racing pads

WH

EEL S & TIRES 20x12” +20 Volk Racing TE37 Ultra Track Edition wheels ; 290/710/R 20 Advan A005 tires rear diffuser, rear bumper; N-Tune carbon-fiber side skirts; Top Speed carbonfiber vented hood; EVS-spec chassis mounted carbon-fiber splitter, carbon-fiber air ducts; Voltex Type 7SN 1800mm Swan Neck GT Wing; Craftsquare Carbon GT mirrors; Voltex carbon-fiber canards; Porsche GT3RS gray black paint INT ERIOR Recaro Profi SPG seats; Takata Race six-point harnesses; Nardi Classic suede steering wheel EXTERIOR Ben Sopra Race front bumper and fenders,

Alcon big brakes with six-piston calipers and Project Mu pads were installed all around. The wheel and tire package is also a winning combination of gear, pictured here with Volk Racing’s latest TE37 Ultra Track Edition wheels and Advan A005 tires. On the outside, the Ben Sopra Race Version bodywork looks sexy as hell, but after closer inspection, Evasive determined the kit wasn’t necessarily designed to be functional on the track. Adjustments were made to allow the aero to support high speeds. They began by redoing the front end, adding their own one-off carbon splitter. Carbon ducting was created to help with cooling, and there was also custom ducting put in place to ensure air went to where it needed to go, not just flowing into empty holes and creating drag. For the rear, the srcinal design of the Ben Sopra aero seemed to beg for a center exhaust exit from the bumper; however, it never came with the proper hardware to make it happen. Evasive fixed the issue by filling the lower exhaust cut-out holes and rerouting the massive titanium pipe out through the bumper— easily one of our favorite details of the car. Power was addressed last and, as we mentioned before, you won’t find a built block or larger turbos on this V-6. What the VR38DETT does feature are key bolt-ons, cooling upgrades, larger injectors, and an E85 tune that makes 725 hp all the time. “The car…it looks crazy, but it’s not that crazy,” concluded Mike Chang of Evasive. “The interior is still intact, it’s still a registered street car, and you can drive it to and from the track. You won’t need to pay attention to it after each lap—just run it all day.” To most folks, Evasive’s GT-R can easily be mistaken as a full race car. Well, it sort of is, having accomplished one super-fast lap time. The project also wasn’t an overnight bolt-on affair, considering hours and hours of development were done to the chassis, aero, and reliability of the powertrain. But if you thought for a minute that this is a 1,000hp GT-R build that’s been stripped of its interior, air conditioning, and has to be trailered home from the track… Now you know what’s up.

iiThe

Photo via Evasive Motorsports

Evasive GT-R being pushed hard at Buttonwillow Raceway, recording a fastest lap of 1:47.

17

ONE OF LAS VEGAS’ BEST-KEPT SECRETS AND ITS 8-SECOND NISSAN GT-R WORDS Sam Du PHOTOSJofel Tolosa

Situated minutes away from the Las Vegas Strip, Virtual Works Racing is a small business that specializes in custom parts and whatever fabrication you need, especially if you’re a Toyota Supra owner. The company is known in the 2J community, most notably for its intake manifolds. You might have heard of a couple of its Supras that made history as well—in ’03 VWR had the first automatic Supra to get into the eights without nitrous. It also had one of the quickest “street” Supras in the world that ran eights, yet still retained A/C, power steering, full interior, and DOT tires. Not unheard of today, but we’re talking

it was time to branch out the company and design parts for another car,” Dana Westover of VWR told us. “I fell in love with the GT-R right way. It was so much fun to drive around on the street, so we set our sights on designing and building all the bolt-on parts for it.” Downpipes, mid-pipes, cat-backs, and intakes were some of the first of the VWR line. Then it came time to get crazy and really do what VWR was known for in the Supra world— go big or go home! Contrary to the Evasive GT-R that’s built to be as light and agile as possible for Time Attack, this R35 is simply designed to be a straight-line monster. VWR

about 13 years ago! But enough talk about Supras; this is the Nissan issue, and we are stoked to show you VWR’s matte blue GT-R. “I’ve had Supras for a while and after reaching all of our goals, I decided

developed the GT-R’s VR38DETT with its own 3.8L long-block package, larger turbo kit, mechanical fuel system, plus a race intercooler system to keep the boosted temps nice and cool. The transmission is also rebuilt in-house using all Albins parts


to withstand four-digit horsepower numbers. “Our quickest quarter-mile time is 8.67 seconds so far with a 170-mph trap. I would like to get the car in the low eights, maybe in the high sevens, but overall our end goal with the car is to keep it as much of a pure street car as it was from the factory,” Dana concluded. It sounds crazy to think an 8-second car can be a “pure street car,” but take those slicks off, put on some regular wheels, and you have a wrapped GT-R with a stock exterior ’n’ interior that’ll light up anything in sight.

TUNING MENU

’10 NISSAN GT-R

OWNER DANA WESTOVER HOMETOWNLAS VEGAS, NV OCCUPATIONOWNER OF VIRTUAL WORKS

RACING ENGINE3.8L

iiBone

stock, but this GT-R is ready to rock!

VR38DETT long-block;

Manley pistons; custom wristpins; Carrillo rods; H11 main and head studs; VWR ported head, 62X turbo kit with Precision 62-66 turbos, 3.5” downpipes, 4.5” midpipe, 4.5” cat-back, intercooler, piping, coolant tank, mechanical fuel pump kit with surge tank; Ferrea valvetrain with 1mm oversized valves; GSC S2 cams; 46mm wastegates; TiAL blow-off valves; Boost Logic intake manifold, fuel rails; Fuel Injector Development 2,000cc injectors DRIVETRAINAlbins 1-6 billet extreme duty gear set, billet front drive gear set, billet extreme duty secondary shaft, billet rear drop gears; Linney 18-plate billet clutch; Driveshaft Shop Pro Series rear axles ECUtek tuned by ENGINE MANAGEMENT Ben Linney VWR upper and FOOTWORK & CHASSIS lower trans braces, custom traction bars; Eibach lowering springs, rear sway bar WHEELS & TIRES18x10.5” front CCW C14, 17”x10” rear Bogart wheels; 275/40R18 front M&H, 28x10x17” rear Hoosier tires EXTERIOR’15-spec front and rear bumpers, headlights and tail lights; carbonfiber wingless trunk; wrap by Elliott Nail at 5150 Wraps INTERIOR’15-spec black and carbon-fiber trim pieces; Black Edition headliner; Sparco race seat (track only) THANKS YOUmy girlfriend, Kim, for all the support she gives me; Ben Linney for tuning the car and being there for me at TX2K; Martin, Devin, and Ben for all your help putting the car together

19

O A T LIFE GRIDLIFE BRINGS OUT THE BEST FROM THE MIDWEST WORDS Jofel Tolosa PHOTOSMike Sabounchi, Jofel Tolosa

Hitting up South Haven for the first time, you quickly realize there really isn’t much to do. Sure, you have downtown and the beach, both of which you can probably drive through in three minutes. But travel east of the city center and you will stumble onto something very special in Gingerman Raceway, where Gridlife is hosted. Truthfully, our first Gridlife experience was in ’15, which was when founder Chris Stewart decided to put a spin on the track ’n’ show event by incorporating a music festival into the mix. It became not a one-day event, but rather three days of camping, musical performances, drifting, and Time Attack sessions. This year roughly 300 cars participated in the Time Attack, HPDE (High Performance Driver Education), and drift. In addition, around 200 cars were assembled for the car show. Trust us when we say Gridlife is cookin’ up some pretty interesting cars, and we’ve highlighted six of our favorites on the next few pages:


iiIn

the evening, the track goes cold and attendees flock to the main stage to watch a variety of DJs—some of our favorites included Shawn Wasabi and Zebo.

1. STEVE O’S BMW 325IS

Steve O is part of a popular Chicago-based drift team called Risky Devil. If you haven’t seen the team at Midwest drift events or on the Internet, you can find them in the hit video game Need for Speed. Although Steve’s ride is Euro, it has JDM cues all around such as the SR20DET motor, Stance coilovers, and Work Equip 01s. Gangsta!

2. KEVIN SITTLE’S SUZUKI SWIFT

Chances are you’ve never heard the words “Suzuki Swift” and “Time Attack” in the same sentence. Believe it or Modified not, back magazine in ’13, featured this very same Suzuki Swift GT built by Kevin Sittle. At the time, the car was powered by the factory G13B 1.3L inline-four. Now, Kevin swapped in a more potent Honda K20 motor. He also fabricated custom carbon-fiber doors, roof, hatch, and fender flares. As you can imagine, the car is extremely lightweight, clocking in at just 1,650 pounds! Kevin tells us the car still needs to be fine-tuned, but we’re sure that when it’s dialed in,will it be a force to be reckoned with.

3. DYLAN SHARPE’S NISSAN SI VIA Dylan Sharpe began drifting in ’09, L but started taking it seriously in ’13. He imported this S15 Silvia himself and immediately made it the competitive drift car it is today. The 2JZ-powered Nissan received plenty of JDM parts such as the Vertex body kit, SARD GT wing, Origin fenders, and Ganador mirrors. Dylan tells us he also drives this wild car regularly on thestreets of Canada. Pretty badass, eh?

21

Q&A WITH GRIDLIFE FOUNDER CHRIS STEWART SS: How was this year’s event compared to ’15? CS: The best event ever! Having incredible weather after last year’s record-setting precipitation and temperature drops was a part of it, but also this year the new layout of the festival really felt right. One of the major goals this year was to make sure that the driving experience was protected while still providing an open paddock and a place for good times to take place well into the night. After three years and three different layouts for the concert venue, I think we found the right formula for the layout of the fest. SS: How many cars entered the track portion? CS: We had nearly 300 cars on track throughout the weekend with 125 HPDE drivers, 120 Time Attack entries, and 40 drift cars, including all the pros and special guests. SS: What about the show cars? CS: This was also our largest car show 4. ROB PARSON’S NISSAN 240SX ever, maxing out our available space with While it was featured in the pages of Street Volume 19, No. 6, you simply have to see the Chairslayer in Super action at least once in your life. Rob Parson’s didn’t allow his motocross incident to stop him from shredding 200 show cars—100 of them being handtires. Using his ingenious motorcycle-style clutch lever and thumb button controls, he can accelerate, brake, and selected ahead of time. hoon as he pleases. SS: And how many people came to the event across all three days? CS: Over 12,000 in attendance throughout. SS: Pretty damn good! What can we expect for Atlanta? CS: Atlanta is our first event outside of the Midwest, so we are pulling out all

Team Proceed’s Simba Nyemba brought out his dope Nissan S13. You would think that with all of the drifting he does, the car would look like a trashy missile car; however, this thing looked amazing

the stops to really make an impact down in the South East. With the first-ever full-track drift sessions at Road Atlanta, a full three-day Time Attack, and our new multi-genre music lineup, Atlanta is going to be our most ambitious event yet. The South has never seen a grassroots automotive event like this before. We hope they are ready! SS: Lastly, what makes Gridlife so unique? CS: It’s pretty hard to pinpoint the magic of Gridlife. You can talk about it, show people videos and photos, but it’s really something you have to experience to understand. The goal was to build an event that you are really a part of, not

in person. Theby hood is a one-off piece Origin Lab with Hokusai’s Great Wave of Kanagawa painted on. The 2.2L SR20 under the hood was transplanted from former D1 Grand Prix and Formula D driver Toshiki Yoshioka’s Pikes Peak Nissan S15 Silvia race car.

just attend, but truly make an event that everyone who loves cars can feel like they belong to. We are grassroots at the core and Gridlife truly is a community where race cars stand side-by-side with show cars, and music is the good times that binds it all together.

5. SIMBA NYEMBA’S NISSAN SILVIA S13


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Making the eight-hour trek from Canada was Ken Wagan and his rad rotary beast. Some of his modifications include a street port, Turbonetics GTK700 turbo, Full Race manifold, CJ Motorsports fuel system, and a Haltech ECU. He’s done extensive carbon work and widened the body to fit beefier Toyo R888s matched to Volk ZE40 wheels.

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ABOUT- EC A DITCHING THE DRIFT WORLD FOR THE WILDEST, RETRO ROAD RACING 510 YOU’VE NEVER SEEN WORDSAaron Bonk PHOTOSMike Sabounchi , Jofel Tolosa

What exactly do you do when the skinny-jean- performance, reliability, and availability.” There’s wearing, fixie-bike-riding, ’80s-sunglassevidence in all of those by way of the factory Jeep sporting hipsters have taken over your local engine mounts he’s modified to fit, the Subaru STI drift scene?You say sayonara to that emo lifeand rear differential he’s fabricated into place, and the

build an Ecotec-swapped Datsun 510 for the road course. Or at least you do that if you’re as fed up as Jordan Connor was and have the sort of skills to assemble a track-capable, ’70s-era Datsun that’s good enough to dust the millennial in the Corolla and scoot his own two kids back and forth to school in. But you’re wondering what in the world one of GM’s four-cylinder turbo mills is doing underneath the hood of a 44-year-old Datsun. “I’m not a numbers-matching guy,” Connor will tell you about the unlikely swap that’s taken the place of the eight-cylinder LS1 and turbocharged, single-cam Nissan engines that he’d previously dropped in. “I like to build my cars the way I want to.” Which is exactly what led to the first-generation Ecotec, an impressive, 170-plus-horsepower engine (in stock

onboard computer he nabbed from a Chevy Monte Carlo of all places. According to Connor, “They’re all cheap, reliable, and available parts.” For Connor, settling on the compact 510 that’s got its own cult-like following after building an S14 was easy. “I’ve always loved the boxy look of the 510 and the underdog story that it brings,” he says. “Using very little, it can really duke it out with the big boys.” The Garrett turbo Connor’s fit into place within the Ecotec engine’s srcinal housing helps, but the changes he’s made underneath are what you’ll notice most. Like the Ground Control coilovers that are made up of modified struts from a 280ZX up front and Koni shocks in the rear. Hubs from a later-model 300ZX were also made to fit up front to work with rotors from the same chassis that’ve been updated with Wilwood calipers at both ends. A series of alignment

form) with variable valve timing and a massive 88mm bore of which can be sourced from all sorts of non-impressive vehicles, like the Chevy HHR and Saturn Aura. That GM’s Ecotec shares ties with GM’s corny, dad-styled station wagon and a brand that’s since disappeared is of little consequence to Connor. “I researched Ecotec engines and [found out] that a lot of sandrails and off-road trucks were using [them] for racing and that they proved to be very reliable,” he says. “You can also pick them up for $400 with 25,000 miles [on them] and they’ll take 350 whp all day long.” Those are the sort of things that fall in line with Connor’s car-building criteria. “The four components I keep in mind when building a car,” he says, “are cost,

plates, roll center adjusters, anti-sway bars, and tension rods—all of them adjustable—can also be found underneath along with spherical bearings that do away with every four-decade-old bushing the Datsun srcinally had. The sort of ingenuity Connor expressed while putting together the 510 iswhat ultimately led to his side business, Crude Engineering, where the husband, dad of two, and full-time product support leader working in the outdoor power equipment industry spends what little free time he’s got preparing likeminded grassroots racers’ cars for the track. “I only work on vehicles that see the track,” he says. “It’s a personal preference,” and is one that embodies the kind of work he specializes in, like suspension setup, corner-balancing, alignmen ts, and cooling and brake

27

iiTaking

cues from popular sandrail and off-road race trucks, Connor sourced an affordable GM Ecotec engine for his 510, which he then upgraded with a larger Garrett turbo to make it a contender on the track.

systems design. “The whole idea,” Connor says, “is to get out of the garage and onto thetrack.” Despite Connor’s resources and knowledge base, building the 510 wasn’t without its challenges and, if you ask him, he’ll simply tell you that “there were many.” Which isn’t a surprise when you consider the mix of parts that include a gearbox from a Pontiac and the Tequila Patron Ferrari 458 GTD wing that’s been mounted out back. “My build is very different than [how] any of the vintage guys would build a road race car, so many of the components are my own design,” he says. “I’ve been tweaking the car for the past four years on [the] track and it’s really starting to take shape as far as lap times go.” But it takes time when you think outside the box that 510 purists

iiNo creature comforts here; all business and business is good. Peep the

NASCAR-style steering column.


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’72 DATSUN 510 OWNE

do. For Connor, making the car right means altering its roll center, suspension pickup points, and drivetrain angles from what Datsun’s engineers thought they should be as well as hacking the rear subframe and raising the differential up higher than it ought to be for a better axle angle. “Basically,” he says, “everything with the suspension’s been tested, modified, tested [again], and then modified [again] to get it to the point that it’s at now.” Despite the hipsters with their man buns and their feelings, Connor still holds his drifting days dear, reminding him of a time when responsibilities were few and long nights wrenching with friends were many. “After the ’09 [drifting] season, my wife and I decided that we were going to have kids, and that changed my outlook on life and cars,” he says about the decision that led to the 240SX being sold and the 510 buildup commencing. “I’d always wanted to build a Datsun 510,” Connor says. And besides, “you can’t help put a smile on your face when you see a car like this.” 30 SUPERSTREETONLINE.COM

R JORDAN PATRICK CONNOR HOMETOWN APPLETON, WI OCCUPATION PRODUCT SUPP

MOTORSPORTS ADVOCATE

ORT LEADER,

ENGINE 2.4L General Moto

rs LE5 Ecote customized Jeep engine mounts; Garre c swap; tt GT2871 turbo; Beyond Redline intercooler; Griffin radiator; GReddy oil cooler; custom 22-gallon fuel cell ; Walbro 255-lph fuel pump; Facet lift pump; custom fuel surge tank; Corvette fuel pressure regulator and fuel filter DRIVETRA IN Pontiac Soltice transmission; Exedy stage two clutch; custom driveshaft; Subar u WRX STI rear differential; Beta Moto shafts; Futofab axles rsports output

FOOTWORK & CHASS

I S front: modified 280ZX struts ; 300ZX hubs; Ground Control alignment plates; custom control arms with roll center adjusters; DP Racing adjustable antisway bar; T3 tension rods and tie rods; rear: Ground Control coilov ers; Koni shocks; raised subframe; modified differe n bearings and Delrin idler bushings throug tial mounts ; modified subframe mounts; spherical hout WHEELS & TIRES 15x8” +0 Rota TBT wheels; 225/45R-15 Hankook RS3 tires; 10mm rear spacers

BRAKES custom two-piece front 300ZX rear rotors; Wilwood Dynapro four-piston front, dual-piston rear calipers; C6 Corve tte brake ducts EXTERIOR BRE front spoile r and fiberglass front fenders; custo m front splitter; Futofab fiberglass rear quarter-panels; custo m rear diffuser; ’13 Tequila Patron Ferrari 458 GTD rear wing with carbon-fiber suppo rts; custom wing mounts; Lexan windo INTERI OR Sparco Rev seats ws ; ARC fuse panel; VDO and Speedhut gaug es steering column ; NASCAR-style

WAT CH ON

ROUND 01

ROUND 05

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APRIL 8-9 LONG BEACH, CA.

JULY 15-16 MONTREAL, CANADA

MARCH 12-13 MIE, JAPAN

STREETS OF LONG BEACH - LONG BEACH GP COURSE

CANADA - AUTODROME ST. EUSTACHE

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MAY 6-7 ATLANTA, GA.

A U G U S T 5 - 6 M O N R O E , WA

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THROWDOWN - EVERGREEN SPEEDWAY

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JUNE 3-4 ORLANDO, FL.

SEPTEMBER 9-10 FORT WORTH, TX.

A U G U S T 2 0 - 2 1 O K AY A M A , J A P A N

SHOWDOWN - TEXAS MOTOR SPEEDWAY

OKAYAMA INTERNATIONAL CIRCUIT

ROUND 04

ROUND 08

JPN ROUND 04

JUNE 17-18 WALL TOWNSHIP, NJ.

OCTOBER 7-8 IRWINDALE, CA.

OCTOBER 15-16 SHIGA, JAPAN

THE GAUNTLET - WALL SPEEDWAY

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FORMULA DRIFT PRO DRIVER GEOFF STONEBACK’S PERSONAL NISSAN S15 SILVIA WORDS & PHOTOS Jofel Tolosa

TakeU.S. away the competition It’s thrilling to see how the skill level of drifting has progressed in the aspect, the corporate sponsorships, the drama, and you’re left with extremely talented drivers who weren’t always born in Japan, for example Pennsylvania native Geoff Stoneback. After his Formula D rookie season in ’14, he was crowned Rookie of the Year. The next year, he was given the name “Giant Killer” when he took down Tanner Foust and Fredric Aasbo at Road Atlanta. This year he’s made big moves, picking up Turn 14 as a sponsor and partnering with Chris Forsberg to campaign one of his Nissan 370Zs. But at the end of the day, Geoff is still a car guy who enjoys building cars, and this past March, he teased photos of his S15 Silvia project. Needless to say, we fell in love with the car and finally caught up with him during an unexpected appearance at Gridlife. SS: Tell everyone a little bit about yourself andtried to mimic what drivers were doing in the videos. what you do for a living. After a while, and a bunch of small accidents, we GS: I’m 30 years young from Pennsylvania living linked up with local pro drifter Matt Waldin at his in Philadelphia and I’m a professional driver in the shop, Import Intelligence, and from time to time we Formula DRIFT series. I also work as a mechanic would go street drifting. He introduced us to Club running my own shop, “the J-Block” with Dan Popowich. When I’m not doing something car-related, I like to ride bikes, both BMX and road cycling, and spend time outdoors with my family. SS: When did you get involved in the scene? GS: I was always into engines and cars, but I found the “tuner scene” back in ’02, aroundThe Fast and The Furious era. I was young and still in high school. My two best friends (still to this day) showed me what drifting was. One of them, Jordan, was from the Bahamas, so they had all the cool Japanese cars: GT-R, Pulsars, Evo III, FD RX7. We watched Option and Grip videos, which were pretty crazy because I saw drivers like Ken Gushi, Chris Forsberg (prebeard), Forrest Wang, and a bunch of Japanese drivers. Then Jordan showed me a video of himself “drifting,” basically doing donuts and figure-8s. I was

Loose based in Englishtown, New Jersey. From then on, I just kept going to every event I could, driving and practicing my drifting, and eventually worked my way up to where I am today! SS: What were some of your previous cars that you’ve built? GS: I started with an ’04 Subaru WRX. I was going to Universal Technical Institute (UTI) at the time so I thought it would be cool and easy to build a pretty killer streetcar. Horrible idea. Maybe I just sucked at driving then or just pushed it too hard, but it kept breaking, thing after thing. I got real good at rebuilding the transmissions—I’ll keep it at that! I put that car on hold and got a used Evo 8 as a daily driver, but that soon turned into another project. It started with injectors, 272 cams, and a GT35R turbo. After I blew the transfer case, I got the motor built to

instantly hooked and wanted to get into drifting. So my friends and I bought some [Nissan] 240s and

a 2.3L and did a Sheppard trans and transfer case. It was a rad car, made about 625 hp on pump gas.

33

TUNING MENU

’01 NISSAN SILVIA OWNER GEOFF STONEBACK LOCATIONALLENTOWN, PA OCCUPATIONPROFESSIONAL DRIFTER,

MECHANIC, FATHER POWER 110 hp; 90 lb-ft of torque ENGINESR20DE (bone stock, but not for long!) FOOTWORK & CHASSIS BC ER coilovers; Powered by Max rear arms WHEELS & TIRES18x10” front, 18x12” rear Weds Kranze LXZ wheels; 215/40R18 front, 245/35R18 rear Hankook V12 Evo2 EXTERIOROrigin Type 3 fenders, canards; 2F Performance Super Doof body kit INTERIORWorks Bell hub, quick iiDon’t

worry! The fate of this S15will be RB-powered with a 350Z six-speed tranny . 500 whp is right around the corner!

release; Nardi steering wheel; NISMO shift knob

As I got more into drifting, I eventually sold those cars and started just tinkering a lot with 240s. From there, I built an RB25DET S14, which Matt Waldin helped out with a ton. Once I went to Club Loose, I dipped on the all-wheel-drive cars and just focused on really old, crappy 240s. Once the RB25 blew up, I threw in an LS1 with the late, great Mark Lenardon and used that car in Pro-Am, winning my license in ’13. Once I got my license, I built my first Formula DRIFT car, an 800-whp LSX S14, with one of my best friends and spotter in FD, Dan Popowich. That car helped me clinch Rookie of the Year in ’14. SS: Why’d you pick up this S15? GS: From watching so many drifting videos and the guys driving right-hand-drive S15s, it appeared to be the one car that everyone wished came to the U.S. Once I was able to get my hands on one, I realized I never really wanted to drift it! After having multiple S14 drift cars, I knew I needed one sweet street/ show car. The car was just way too nice to get beat up! SS: What makes the car stand apart from the rest? GS: To be honest, having this car in the U.S. is unique on its own, but having such a stellar paint job that makes it pop really makes it stand out! SS: What’s your favorite part? GS: Wheels, paint, and all 110 horses. SS: 110 hp? Tell us you have plans… The future plan for this car is an RB25NEO, which should be done in the next couple of months. I’m going to use a Collins trans adapter and pair it up with a 350Z six-speed trans. Then I think I will take it to Englishtown and drift it. Yes, I will, but only once! I don’t really want to make an insane amount of horsepower, but I think 500 whp should be good!

THER WHIP HIS OTHER, O of Formula DRIFT, Geoff

For his rst two seasons ran his homebuilt LS-powered Nissan S14. This car year, he’s campaigning a 370Z, the very same the driven by former FD champ Chris Forsberg in Z34 The infamous Hoonigan “Black Friday” video. m of, including has everything a drifter drea Voodoo arms, tranny, dogboxcould VK56, a 1,000hp Geoff says, end. rear and Winters quick-change I “Transitioning into the Z chassis from an S14, a knew it would be a tough challenge. But with sing!” progres I’m event each solid team and mentor,


’ N I MM A 5 STANDOUT CARS FROM THE 4TH ANNUAL NISSAN JAM WORDS & PHOTOS Sam

Du

Chances are if you’re picking up this issue, then you own or you’re Next step, you a big fan of Nissans! have to check out one of the finest all-Nissan events out there, known as Nissan Jam! Our friends at Japanese Classic Car Show (JCCS) put on Nissan Jam and ’16 marked their 4 th annual event. With a new location at La Palma Park in Anaheim, California, some 400 display cars filled the park lawn with a good mix of old-school and new-school rides, from your everyday 240SXs to rare Skylines. We’ve highlighted five of the most interesting cars here, but don’t forget to peep superstreetonline.com for our enormous gallery!

1. MICHAEL CASTILLO’S

2. RAUL TOLEDO’S ’72 DATSUN 510

’71 NISSAN

While it’s still a work in progress, we were diggin’ Raul Toledo’s 510. On all corners were SSR Long Champ wheels, while under the hood he swapped in an SR20DET. Can’t wait to see this bad boy complete!

SKYLINE 2000GT

Michael Castillo has been building his four-door Skyline for several years. It was even featured in Modified magazine in ’11. We finally got a chance to see some of the new updates on his Hakosuka, which included an RB26DETT swap running on a Mircotech standalone ECU. We also noticed new Works flares as well as rebuilt 15x9.5” front, 15x11” rear Panasport wheels.

3. JOHNNY TORRES’ ’97

5. LUIS CHAVEZ’S ’94 NISSAN

NISSAN 240SX

What looks like an inconspicuous S14 is actually a beast you don’t want to mess with. Johnny Torres revealed his powerful secret under the hood—RB26DETT with TOMEI cams, RC Turbo throttle body and intake manifold, plus a big Precision turbo. 36 SUPERSTREETONLINE.COM

PICKUP TRUCK 4. VICTOR OROSCO’S ’89 NISSAN 240SX

From afar, it looks like this S13 could be something you’d find straight outta Japan. Victor Orosco pays tribute to Kei Miura of TRA Kyoto with an srcinal 6666 Customs widebody kit on his clean 240.

One of the wilder builds at Nissan Jam belonged to Luis Chavez and his badass D21 Pickup. It’s nicknamed “LA SR20,” and under the hood is an SR20DET swap done by TEPA Swaps. The truck also features a custom ’cage, Bride interior, carbon-fiber details, fuel cell, and nitrous. Connect:nissanjam.com


JDM-THEMED NISSAN S14 IS BOTH A LADY AND A FREAK ON THE STREETS

WORDS Jonathan Wong PHOTOSV (no, we’re not kidding)

If only choosing feature cars were as easy as using Tinder—this S14 popping up on my iPhone would be an easy "swipe right." This is one of those builds that isn’t immediately “wow” unless you know exactly what you’re looking at, and it needs a couple of looks for it all to sink in. When you realize it, you’ll fall hard. This particular body style 240SX is slowly becoming a rare species—there aren’t a whole lot of them left, they’re usually pretty beat up, and amateur drift enthusiasts have turned a good number of them into missile cars. Julia Duong’s car isn’t one of those, and has remained virtually flawless, left mostly in hiding up until last year when it was finally completed and brought out of hibernation. Since then, it’s been racking up trophies at local L.A. shows…but that’s not to say it hasn’t had a history of doing that before. This S14 is 100 percent Julia’s car, a build she’s been working on since it was her daily driver when she was an undergrad— driven everywhere. When she wasn’t busy studying, Julia spent her spare time with some girlfriends in a car club they formed called Tenshi (that’s “heaven” in Japanese), and together they cruised, modified their cars on their own, and entered shows and won them. Want to know what hardcore means? During her 39

"From the suspension to the interior and the car's exterior are all comprised of the best from Japan."


doctorate, Julia had her S14 sent to a car show in another state, studied during the flight up, hung out for a few hours, and flew back to study so she could make her exams the following day. “I did this a few times actually,” Julia reminisces with a laugh. “If any of those flights had been delayed, I would not be a doctor today.” Along the way, Julia met her husband, Brian, also a car enthusiast, and together they finished the car, figuring out ways to extract the most out of what an S14 can provide. In fact, he’s the one who srcinally pushed the S14 on her to begin with. The srcinal KA was swapped for a Japan-spec SR20DET outfitted with lots of tried/tested performance products from only the best companies (it’s all there in the spec box). But quality doesn’t stop at the engine bay; the entire car, from the suspension to the interior, and the car’s exterior are all comprised of the best from Japan. You could call it an obsession of sorts, as the Duongs are collectors of rarities in general (they both have an impressive collection of shoes if that gives you a clue), and nothing but the best is what they strive for.

iiUber

rare magnesium blue TE-37 wheels that took Julia three years to complete the entire set.

41

TUNING MENU

’96 NISSAN 240SX SE

OWNER JULIA PHAN DUONG HOMETOWNORANGE COUNTY, CA OCCUPATIONOPTOMETRIST ENGINE2.0L SR20DET; A’PEXi 1.2mm metal head gasket, R95

titanium exhaust; APR head studs; ARC blow-off valve, radiator, radiator cap, radiator hose, Super LLC coolant, titanium spark plug cover, thermostat, front mount intercooler, Induction Box, oil catch tank, oil cap, oil cooler; ATi Super Damper crank pulley; Blue exhaust system hangers; Evasive Motorsports test pipe; MxP turbo manifold; GReddy block adapter, downpipe, pulley; HKS adjustable cam gears, iridium spark plugs, retainers, rocker arm stoppers, Step 2 camshafts, valvesprings; Kics magnetic oil drain plug; Mishimoto radiator fans; NISMO 555cc injectors, engine mounts, slave cylinder; Odyssey dry cell battery; Project

About that hibernation stage: After her college days, Julia decided it was time to rethink the build of the S14 and concentrate on raising a family. And so she started to collect more of those quality parts, some more rare than others (check those magnesium TE-37s; that’s not something anyone can get, and it took them three years to complete a set). “We had to build it right,” she says, “so time wasn’t an issue.” All the finishing touches and tuning were done at Evasive Motorsports. The amount of detail that’s gone into Julia’s car is exceptional, but that’s simply a result of both her and her husband’s willingness to be absolute fanatics about building cars and their keen eye for details. “I give tons of props to Brian for spending so many hours tracking these parts down,” she adds. “I couldn’t have put it together this well without him.”


iiJapanesespec SR20DET with lots of ARC goodies they don't want Julia to have!

Mu magnetic oil filter; SARD fuel pressure regulator; Tomei M7960 turbo and turbo outlet pipe; Walbro 255-lph fuel pump; West Coast Fasteners titanium nuts/bolts DRIVETRAINNISMO Super Coppermix twin-disc clutch, transmission mount, stainless steel clutch line, solid short shifter; Cusco 1.5-way LSD ENGINE MANAGEMENT A’PEXi AVC-R, HKS F-CON SUSPENSIONCusco carbon-fiber front and rear strut bars; GT Spec fender brace; NISMO Power Brace; Peak Performance polyurethane subframe bushings; Project Mu front pillow ball mounts; SPL titanium front outer tie rod ends, front tension rods, rear traction arms, rear toe arms and rear upper camber arms; TEIN Flex coilovers, hard inner tie rods; Whiteline 27mm front, 22mm rear sway bars BRAKESProject Mu six-piston front, four-piston rear calipers, SCR Pro rotors, B-Force pads, Teflon lines, reservoir cover WHEELS & TIRES18x8.5” front, 18x10” rear Volk Racing TE37 MAG wheels; 225/40R18 front, 255/35R18 rear Toyo R1R tires; Kics Ti64 titanium lugs and wide tread spacers EXTERIORLamborghini Bianco Isis paint; Ganador mirrors; JDM Silvia grille, window visors, S14 Kouki conversion and carbon rear spoiler; Seibon carbon hood; Vertex Lang front bumper, carbon splitter, carbon canards, side skirts and rear bumper; Car Shop Glow LED taillights; TSX-R lenses with custom-etched Silvia logo; Lexus RX330 projectors; Morimoto XB35 ballasts, D2H 5500K bulbs and relay harnesses INTERIORARC titanium shift knob; Bride Vios III Japan gradation seats, seat rails, gradation rear seats/shift boot/door panels; Defi Advance CR 60mm boost/oil pressure/oil temp/water temp gauges, control unit; D-Max checkered floor mats; LED interior lighting; NISMO GT-edition Willans harnesses; Project Mu pedals; Safety21 four-point rollcage; titanium drift knob; Vertex 325mm steering wheel; Works Bell steering wheel hub and Rapfix II quick release THANKS YOUEvasive Motorsports, Defi, GT Spec, Mackin Industries, Pioneer Audio, Project Kics, RAYS Wheels, RavSpec, TEIN, Toyo Tires, Whiteline

WORDS Jofel TolosaPHOTOSColin Waki

In a time when style reigns supreme, we don’t blame Naohiro Yamane for choosing aesthetics over And by the looks of how performance with his Nissan Silvia. badass his S13 sits, it’s no surprise this isn’t Yamane’s first rodeo, either. Turns out he helped build Shuichi Nakagawa’s Shakotan 180SX RPS13, which we featured on the cover in ’14 (Volume 18, Issue 2). And Yamane’s expertise as a car builder is so well known that S-chassis aero specialist Spirit Rei asked him to build a demo car using its products, which is exactly how this S13 came about. You might remember Spirit Rei for popularizing trends such as the Odyssey headlight conversion called “Odyvia.” This time, however, instead of doing another conversion, the guys at Spirit Rei went a different route and complemented the S13 styling cues with their “Miyabi” line. The word “Miyabi” loosely translates to elegance or stylish but can also mean “heartbreaker.” Yamane’s S13 got the full Miyabi treatment head to toe and had Tomonori Idekawa of Tomo Lab’s coat the car in Lab’s Blue paint. Being a perfectionist, Yamane tells us the hardest part of the build was making the perfect shape for the fenders, but again, with the help of Idekawa-san, the result of the bodywork is


STYLE COMES FIRST WITH THIS SPIRIT REI NISSAN SILVIA

45

TUNING MENU ’92 NISSAN SILVIA OWNER NAOHIRO YAMANE LOCATIONHIROSHIMA, JAPAN OCCUPATIONCONSTRUCTION

MACHINE TECHNICIAN POWER 300 hp ENGINEHKS intake; Walbro fuel pump; NISMO injectors; Silk Road exhaust manifold; Trust exhaust, front pipe, intercooler, intercooler pipe, boost controller; Denso spark plugs; S14 Sv a tur o DRIVETRAINCusco final drive 326 Power Chakuriki coilovers FOOTWORK & CHASSIS BRAKES R32 Skyline conversion 18x11” -22 front, 18x12” -45 rear Work Meister WHEELS & TIRES wheels; 225/40-18 front 265/35-18 rear Kenda tires EXTERIORSpirit Rei Miyabi body kit; Lab’s Blue paint; INTERIORBride Brix 2 bucket seats, seat rails; MCMC steering wheel; Sparco quick release; shift knob THANKS YOUTomo Labs, SS Factory, Review, Miniature Garden, Spirit Rei

flawless. The Spirit Rei fenders extend the width of the body, adding 40 mm to each corner, and combined with 326 Power coilovers, house 18-inch Work Meisters like butter. In contrast to the clean exterior, inside you’ll find the attributes you’d expect from a drifter such as wild paint, gutted interior, and quintessential Bride Brix 2 bucket seats. With aesthetics as the main priority, engine modifications were kept to a minimum, but that doesn’t mean the SR20DET didn’t get any love. The S13’s factory turbo was swapped for a bigger unit from the S14. Yamane had his homie Hidehiko Shigemitsu tune the motor and was able to make a healthy 300 hp, which is more than enough power to get him sideways. From shredding tires to carving apexes, there’s nothing the ubiquitous S-chassis can’t do. Even if the car stayed perfectly still, it can still be appreciated with the right aero and wheel fitment. Although Yamane’s Silvia was born to showcase a body kit, its destiny lies beyond car shows. Where Yamane first fell in love with the car—at the drift circuit, and that's exactly where he plans to go next. 46 SUPERSTREETONLINE.COM

DEVOTED TO

PROTECTION.

TM


WORDS Aaron Bonk PHOTOSPatrick Lauder

California.Beaches as near as the mountains are far, home to

GOING THROUGH LOOPHOLES TO BUILD THE CAR CALIFORNIA DOESN’T WANT HIM TO HAVE

two world-class cities, and an overall bastion of good tacos. It’s the same state where you having the wrong exhaust system can get your S13 impounded and where a root canal’s less invasive than some bi-annual smog checks. Mob around in a heavily modified Japanese car in this state and you’d better be incredibly sneaky or a stickler for rules. Johnny Tran tried being sneaky, the results of which had him and the handful of Nissans he’s owned in more trouble than any grown-ass man’s got the patience for. “I was getting pulled over all the time, and other cars were getting pulled over for no reason, getting harassed by cops, and getting sent to the state referee,” the San Jose native says about one of many crackdowns the state issued some 10 years back. “I wanted something smogexempt that would keep me under the radar.” Johnny got things half right. His ’72 240Z isn’t about to fly underneath anybody’s radar, and that’s OK, because it’ll do it while following every bit of the state of California’s bureaucraticridden, modified-car minutiae, the most important of which is the rule that says that just about any car sold before 1976 is exempt from almost all of this nonsense. Which is exactly what led Johnny from a string of late-model 240SXs to Datsun’s 240Z, a car he knew little about, had no idea what engine he’d stuff into it, and was precisely what he had to have. “I’ve always had love for Nissans,” he says. “I think the rearwheel drive [layout] and their styling [is what] got to me.”

49

It’s the 400-whp, bored-out, and Mazworx-built SR20DET swap Johnny went on to drop into the Z that’s reinforced that love, though. It’s an engine combination that beat out the eight-cylinder GM engine he’d initially contemplated and that’s outlasted the other three SRs he’s had swapped into place and subsequently blown to bits at the track. “I’ve blown three fully built SR20DETs before [giving] up and deciding to lean on Mazworx,” he says about the string of failures that’ve each proven their unworthiness. The engines have yet to replace themselves, but Johnny’s got the next best thing: brother Sunny Le, owner of Tech3 Performance, who handles most of the Z’s dirty work. “By no means am I a grease monkey,” Johnny admits. “I leave the work to the guys who know it best.” The planning, the parts sourcing, and the driving, however, that’s all Johnny. “I have a passion for aftermarket parts, and [I] can talk parts, mods, and builds all day,” he assures. “But I have no desire to wrench.” It’s the driving that’s always appealed to Johnny’s sensibilities anyways, beginning some 12 years back when he bought his first car, an S13. “I didn’t know what I was getting myself into,” he says about his first track day at nearby Thunderhill Raceway Park not more than a year after picking up the car. “It was amazing, and I was hooked.” It’s that experience that, for Johnny,

has led to a whole lot more days driving the car and a whole lot less of it sitting in donut shop parking lots vying for stance cred. That doesn’t mean Johnny’s given the finger to how the car ought to look, though. Things like the car’s Japanese-only fender-mounted mirrors, its custom paint, and its Work Meister CR-01 rims make you think this Z’s destined for an auditorium full of judges doling out points for JDM trinkets and stretched-on tires, but look closer and its Wilwood brakes and six-point ’cage reveal its true purpose.


SCORCH RACING

UNDER SUZUKI

WORLD TIME ATTACK CHAMPION

NISSAN SR20 CAMSHAFTS AND SPROCKETS

Profiles are available in Stage 2 (264°) and Stage 3 (272°) specifications. Every SR20 camshaft is CNC machined on state-of-the-art Schaudt CNC grinders to guarantee lobe profile accuracy and tolerance to within .02mm on every cam as well as unrivaled fit and finish. To accentuate the effect of the inverse radius follower on the OEM rocker, BC utilizes small diameter grinding wheels during the finishing phase to generate a more aggressive ramp rate for faster cylinder fill rates. More air + more fuel = more power. Every BC camshaft profile has been prototyped and dyno and track tested for proven horsepower results prior to being placed into mass production. By grinding cores in high volume, Brian Crower, Inc. is able to pass the cost savings on to the end user. Used by the top professionals, BC offers quality at an affordable price.

NISSAN SR20 STROKER KITS

The BC 2.3L stroker kit for the Nissan SR20DE(T) engine platform incorporates a 91mm stroke, 4340 steel billet crankshaft, in your choice of Standard weight (36.2 lbs) or LightWeight (29.8 lbs) design. Connecting rods are also available in several options including the Sportsman H Beam with ARP2000 fasteners, the BC625+ with ARP Custom Age fasteners, the BC I Beam with ARP2000 fasteners or the ultimate connecting rod, the I Beam Extreme with ARP Custom Age 625+ fasteners. Depending on the bore size that you determine, the BC kit takes you up to 2.3L with a safe 89mm bore (Darton sleeved block). Each BC kit features your choice of custom CP or JE aluminum forged pistons, upgraded 9310 alloy wrist pins optional, and complete ring pack. Available in any bore and compression ratio for use in turbo or normally aspirated, the perfect choice where increased torque and bottom end reliability are paramount.

TUNING MENU

’72 DATSUN 240Z OWNER JOHNNY TRAN HOMETOWNSAN JOSE, CA OCCUPATIONIT MANAGER ENGINEMazworx-built 2.2L SR20DET engine; McKinney

“It is a Datsun, after all,” is how Johnny rationalizes how often the car’s driven both on the track and on the street. “I drive it more than [half] the time,” he says, acknowledging the Miata that gets him around the rest of the time but also giving a nod to the R32 GT-R he’s in the process of putting together. There are few places that present more challenges to the modern-day car modifier than California. With ambush-style, roadside emissions tests; cops who know the differences between things like an SR20DET and an SR20VET; and punishments that are often unbefitting of the infraction, it’s a rough and tough place for a kid with some lowering springs and a muffler on his Nissan. “I decided to park the car and give cars a rest for a while,” Johnny says about the result of his frustrations with the system some 10 years back. But then he got smart, found the loophole, and built the car he’d always wanted, this time in accordance with the very policy makers who’d discouraged him the last time around. “My intent was to build a smog-exempt track car that I could [drive] on the street,” Johnny says about his initial plan that, if you live anywhere other than California, might sound entirely reasonable. “I think I’ve done just that.”


iiThe

trunk is more or less stripped minus the BlackTrax six-point rollcage, which helps add rigidity to the chassis.

iiAfter blowing up three motors, Johnny looked toward Mazworx to create this 400-whp bulletproof 2.2L SR.

Motorsports engine and transmission mounts; 90mm Darton ductile-iron sleeves; CP Pistons 9.0:1 pistons; Manley Turbo Tuff connecting rods; ACL Race Series main and rod bearings; Mazworx main studs, rocker arms, timing chain tensioner, valve cover breather; ARP head studs; Cosworth head gasket; custom S14 oil pump and timing chain cover; TOMEI Stage 3 Pro cams and solid lifters, oil pan; ATI Super Damper; ISR Performance intake manifold, pulleys; ported cylinder head; Supertech 1mm oversized valves, springs, titanium retainers, guides, and seals; BLOX velocity stack and intake cone; Garrett GT35 turbocharger; dual TiAL 44mm wastegates and Q blow-off valve; BlackTrax front-mount intercooler; Spoolin Performance intercooler piping, exhaust manifold, downpipe, dump tubes; Tech3 Performance ceramic coatings throughout; 3” exhaust piping; Vibrant Performance resonator, muffler, silencer; Aeromotive inline fuel pump, fuel pressure regulator, fuel pressure gauge; Earl’s fuel filter; Clean Injection fuel rail; Siemens Deka 850cc injectors; modified gas tank; custom AN fittings and steel-braided lines; Koyo aluminum radiator; dual electric cooling fans; Mishimoto thermostat; custom radiator overflow tank; CXRacing oil catch can DRIVETRAINS13 transmission; Competition Clutch twindisc clutch; WRX STI R180 limited-slip differential; MSA solid differential mount; Driveshaft Shop axles; custom driveshaft; ISR Performance short shifter APEX’i Power FC D-Jetro and AVC-R; ENGINE MANAGEMENT Painless Wiring harness FOOTWORK & CHASSIS Stance Suspension coilovers; MSA front sway bar; Techno Toy Tuning front and rear lower control arms, tension control rods, outer tie rods; Arizona Z Car steering knuckles; Energy Suspension bushings WHEELS & TIRES15x9.5” Work Meister CR-01 wheels; 225/45R15 BFGoodrich g-Force Rival tires BRAKESWilwood 12.3” rotors, four-piston calipers, pads; Russell steel-braided lines; 280ZX master EXTERIORMSA carbon-fiber hood;cylinder ZG fender flares; Xenon urethane air dam; JDM fender mirrors; Fairlady Z fender emblems; HID conversion; BRE-style rear spoiler; ZCC tow hooks INTERIORBlackTrax six-point rollcage; Bride Vios III Low Max Gradation seats; Corbeau harnesses; Nardi Classic 330mm steering wheel; MOMO steering wheel hub adapter; NRG Innovations quickrelease hub; GReddy GREX shift knob; flocked dash; MSA driverside floor pan; Techno Toy Tuning C-pillar bar; AutoMeter Phantom tachometer, speedometer, water temperature, boost pressure, oil pressure, air/fuel ratio, and programmable gas gauges; Stuart Warner digital tachometer with shift light THANKS YOUSunny Le and Tech3 Performance; Carzwerk; Spoolin Performance; BlackTrax

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ANDRE TORRES HAD TO OVERCOME A FEW BLEAK PROJECT CARS AND A WHIRLWIND OF MECHANICAL ISSUES BEFORE CELEBRATING A VICTORY WITH HIS 240SX


WORDS Big Mike PHOTOSFaiz Rahman

There are times in life when you’re presented with hardships that you aren’t exactly prepared for. It’s what you decide to do and how you react to these situations that show people who you are and what you’re made of. Andre Torres is one such individual, and his story

he wasn’t going to get too much aftermarket support for his car or respect from his peers, he moved on to a ’94 Integra sedan, followed by a ’01 Integra GS-R, which he was proud to say had “JDM everything.” Unfortunately, he ended up in a bad accident, which resulted in a total loss of his car.

another means of transportation, I took it for a test drive and was amazed by the way it accelerated. I knew then that I had to get it.” After a gutless Corolla and two Hondas, there was no denying the difference in power with a boosted 240. But yet again, circumstances

begins in the late-’90s. Andre jumped into the scene at a time when things were booming; however, his car at the time was a ’94 Corolla. Not the best platform to work on as you can imagine, but he saved up his money and bought things like wheels, coilovers and an exhaust, regardless. Understanding that

His hopes and dreams were crushed. “I had to find another [project] car immediately, but all I could find at the time was a raggedy 240SX with blown suspension and an SR.” Andre took one look at the car and was by no means impressed, but found himself essentially forced into buying it. “I didn’t want it, but out of desperation for

had something else in mind, and his newfound joy didn’t last very long. After only a few months of ownership, “the 240 just started falling apart,” he recalls. From bent rods to a blown turbo, he became tired of fixing the car over and over. If it wasn’t one thing, it was another, so he decided that he simply had to take 55

TUNING MENU ’92 NISSAN 240SX OWNER ANDRE TORRES LOCATIONNORFOLK, VA OCCUPATIONFIREFIGHTER POWER 378 hp ENGINESR20DET red top; GReddy

rocker arm stoppers, pulleys; BC 264º

apart the whole car to rebuild it. Andre started with the heart of the vehicle and called on Millennium Racing Development in Virginia for the SR20 engine rebuild. While that was going on, he replaced all of the aero with JDM 180SX Type X parts. A freshly built motor and new aero were all that he had in mind srcinally, but he received an extra push to keep going. “Around this time, I met

something a little different from the others and keep the OEM Type X front, along with a First Molding rear diffuser.” Along with the deep-dish Work Rezax wheels and a fresh coat of paint, there was no denying how clean his S13 looked. It’s been a long, bumpy road for Andre, especially with all of his unlucky mechanical issues, but he has a positive attitude and remains grateful, regardless

a few members from Team Sumospeed who have great S-chassis cars, which inspired me.” Andre elected to pick up the Rocket Bunny Version 2 widebody kit; however, he put his own twist on it. “Nowadays, almost everyone is rocking the Rocket Bunny kit, so I decided to do

of the difficulties he’s experienced. “Over 10 years later, I can finally say that I am happy with this car. I’m also thankful my wife dealt with me during the ups and down throughout the build.” Good friends, a great wife, and a beautiful build… Now that’s coming out the victor.


cams; CP pistons; Eagle rods; ACL bearings; APR head studs; Cometic head gasket; Splitfire coil packs; Blitz front-mount intercooler, downpipe; Cusco catch can; Samco radiator hoses; NISMO fuel pressure regulator; Walbro 255-lph fuel pump; DeatschWerks injectors; 300ZX fuel filter; radiator cooling panel; A’PEXi radiator cap; FAL fan; Megan Racing turbo manifold, test pipe: 3” blast pipes; Garrett GT3071R turbo; HKS wastegate; AEM boost solenoid, wideband ENGINE MANAGEMENT AEM EMS DRIVETRAINSPEC stage 3 clutch; ACT flywheel; NISMO trans mount; Driveshaft Shop one-piece driveshaft; S13 VLSD FOOTWORK & CHASSIS Fortune Auto 500 Series coilovers; Ichiba five-lug hubs; Circuit Sports front strut bar, tension rods; Tanabe rear strut bar, C-pillar bar; GSP traction rods, control arms, toe arms; Suspension Techniques sway bars; Energy Suspension subframe bushings BRAKESEVO front Brembo brake conversion; Z32 brake master cylinder, rear brake conversion WHEELS & TIRES18x11” front, 18x12” rear Work Rezax wheels; 245/40R18 front Dunlop SP Sport, 275/35R18 rear Cooper Zeon RS3 tires EXTERIORJDM 180SX Type X front bumper, front lip, carbonfiber garnish cover; Rocket Bunny splitters, side skirts, fender flares; First Molding rear diffuser; Kouki taillights; Megan Racing carbon-fiber roof spoiler; DMAX hood INTERIORVertex steering wheel; Bride Zeta III seats, FG seat rails; Takata harnesses; NRG harness bar; NISMO shift knob; Pioneer head unit; Autometer Cobalt boost gauge; AEM AFR gauge; Pivot headlight controller; Blitz turbo timer; A’PEXi Rev/Speed meter

etc.

The latest parts and noteworthy buzz you should know about

NEW PRODUCTS GRAMS PERFORMANCE FUEL FILTERS

AIR LIFT PERFORMANCE SLAM SERIES KIT FOR

The compact aluminum casing design of Grams Performance fuel filters, paired HONDA ACCORD with an element that filters 100 or 20 microns, is sure to provide the fuel injection Take your fourth/fifth-gen Accord (’90-’97) to the next level with Air Lift Performance’s solution to keep your system flowing freely and with minimal pressure drop. Slam GramsSeries Kit. It has a range of air-management options, including the innovative fuel filters keep your injectors and engine free of contamination and functioning at 3H height + pressure sensing system. These air-over shock kits are designed to their peak performance by filtering out dirt, dust, or other foreign particles. Don’t give you maximum performance with a nine-way adjustable damping system, an forget, contamination is the number one killer of injector performance. $89.99, option previously only found on high-end coilovers. Air Lift tests the components gramsperformance.com of this kit to 1 million cycles (approximately 100,000 miles) on a hydraulic test rig at temperatures from -30° F to 150° F. To top it all off, the kit comes with a one-year manufacturer warranty. airliftperformance.com

LEGSPORT REAR TRUNK SPOILER FOR FR-S/BRZ Coming all the way from Hiroshima, Japan, Legsport introduces its rear spoiler for the Scion FR-S and Subaru BRZ. You can choose from two different materials, CFRP (Carbon Reinforced Polymer) and FRP (Fiber Reinforced Polymer). The duckbillstyle spoiler not only adds aesthetics to the FRS/BRZ chassis but also increases downforce to attain more stable footing. $420-$570, footworkautosport.com

HONDATA REFLASH FOR ’16 HONDA CIVIC When it comes to performance cars, few things are more important than the connection between driver and vehicle. For engine managementoftware s maker Hondata, the continuous pursuit to enhance this connection now includes programming for Honda’s 10th-generation Civic. The Civic 1.5L turbo reflash is a proprietary software upgrade that enhances performance by 20 to 28 hp, from 4,500 rpm to 6,000 rpm, as well as allowing the turbo to spool 500 rpm earlier than stock. Torque is also increased by 10-25 lb-ft and the reflash will generate a 4to 6-psi boost increase. Hondata says the fuel economy change is minimal. $295, hondata.com

TURN 14 ADDS RACECOMP ENGINEERING TO PRODUCT LINEUP The homies at Turn 14 Distribution have expanded their line card with the addition of Racecomp Engineering, a company that specializes in Subarus, Evos, and the Scion FR-S. Founded in ’03, Racecomp Engineeringgoes through intense research and development processes to focus on providing superior performance suspension and brake systems. A few components are already being used on Speed World Challenge GT race cars, but that doesn’t mean they don’t have anything for the daily-driven vehicles. RCE has managedto provide unique solutions that fill the gaps, especially in the Subaru Impreza and Legacy chassis. Since every driver is different, RCE strives to provide the best possible setup forend the individual. At the of the day, RCE has three goals in mind: maximizing grip, increasing control, and decreasing lap times. Connect:turn14.com

THE NEXT LEVEL IN HEIGHT MANAGEMENT

With the push of a button, you can take your air suspension to the next level with our innovative 3H and 3P control systems. These systems have been torture-tested – cooled to Arctic temperatures, then baked to the extreme heat of the hottest day on record in Death Valley – and then cycled over 3 million times. It’s no surprise that the 3H system was selected as a 2015 SEMA Global Media Award winner by members of the media from all across the globe. The 3H and 3P systems are both backed by a Limited-Lifetime Warranty, and supported by a dedicated in-house Air Lift Performance customer service team. And that is still just scratching the surface.

Visit: air-lift.co/3h3p to build yours.

etc.

SHOTS FIRED SUPER STREET SHOUTOUT Holla!Here’s your chance to shine and get a free shout-out! We’re looking over our Instagram feed for cool rides with the hashtag #superstreetme. Hashtag a photo of your car and you can find yourself in the next issue of Super Street!

@caryl_nicehunters

@docpepperrrr

Give me that old-school love. Sick FC, Caryl.

Low key, we dig MR Spyders, especially when they have K20 motors.

@u_garage

@advancetuner

WORDS Mike Sabounchi

INSTA-FAME IS INSTA-LAME! KEEP YOUR INSTAGRAM USERNAME OFF YOUR CAR I shake my head at a lot of things I see at car shows because I Does that mean I’m a grumpy old man? Does really just don’t get it. that mean I’m jaded? Does that mean I’m both? Sure. What it doesn’t mean isthat this is acceptable by any means. What am I so riled up about this time?! It’s people putting their Instagram names on their car “builds” in hopes of getting followers or likes. Even as I type these words, I’m literally shaking my head.

I have a major problem with the reason thesepeople would even care to put their Instagram name on their car in the first place. If you are going to say, “Hey, screw you! They put all of this work into their cars and they want people to know who owns it.”

Shoutout to the tuners in Cincinnati. Cool flared Fiat! Keep the old-school rides coming, guys!

Then put your name on it! Are these people buildingtheir cars to get followers on Instagram? Does everything in life have to revolve around “the gram”? Do they decide on what mods to buy for their car based on what people on Instagram are going to say? What happened to building your car for yourself, to make yourself happy?

I’ll make this short and sweet. If the validation you seek from “building”your car is the amount of likes and followers you get from Instagram, you’re doing it all wrong!

performance

IS NISSAN’S Z THE CAR FOR YOU? WHY YOU WANT A USED 350Z OR 370Z AND HOW TO PICK THE RIGHT ONE Aaron Bonk WORDS & PHOTOS

You don’t have to be one of the Nissan faithful to know sacrificed with the Z—in a good way—enough so that something that’ll flick, slide, and that the brand’s Z car is something you need to care about. drift in a controlled sort of way can happen but at the expense of any sort of headline-

Since that first Datsun 240Z was introduced for the ’70 model year, the lineage has stood for things like being fun to drive and looking good while doing it, and all for a humble price. Passion for the model peaked during the ’90s when the fourth-generation model—the twin-turbocharged 300ZX—occupied posters on teenage boys’ bedroom walls. But it’s the more recent 350Z (Z33) and 370Z (Z34) that best satisfy those initial requirements that Nissan set out to achieve. And with entry costs hovering around

making lateral g’s.

the same price point as an early ’90s Civic with an engine swap, Nissan’s iconic Z has never made more sense.

rpm is standard. To be sure, it’s that six-cylinder VQ that completes Nissan’s fifth- and sixth-generation Z’s; power-wise, later versions of the V-6 make more than that twinturbo 300ZX engine you’d go to sleep dreaming about in the ’90s.

BUT WHY THE Z?

Nissan’s pair of late-model Z’s will engage you, and driving one at its limit will require your attention. At a time when nanny controls and forgiving suspensions prevail on newer cars in an effort to keep you out of the weeds and your booty comfortable, the Z doesn’t promise such things. Serious grip and sharp steering before you’ve made a single mod can be yours, and an engine that’ll show you what it’s capable of by 3,000

REINVENTED

Understand that the 350Z and 370Z are nothing at all like the 300ZX that wavered along the brink of being a full-fledged supercar and you’ll be fine. Its successors are still powered by their rear wheels, only have two seats, handle even better, and— at around $26K when the 350Z was introduced for the ’03 model year—were things that even you could afford. Best of all, the Z never has been and still isn’t a refined sports car built for gentlemen racers and their goofy hats. And that’s a good thing. Its V-6 mill isn’t buttery smooth; instead, it makes noise and gargles its way toward redline. And its sixspeed manual gearbox is just as rugged, requiring meaningful effort from whomever’s yanking on its shifter, the vibrations you’ll feel up your arm. Even grip’s been 62 SUPERSTREETONLINE.COM

ENGINE BREAKDOWN

Every Z sold since ’03 features some version of Nissan’s VQ-based V-6, an engine dynasty that dates back long before the 350Z and has even been called the best V-6 the auto industry’s ever seen. At the heart of the 60-degree, six-cylinder engine is an all-aluminum short-block and a pair of aluminum heads, each with four valves per cylinder, two cams on each side, and a couple of different iterations of variable valve timing, depending on the year.

iiAll

VQ engines destined for the 350Z and 370Z feature variable valve timing, but only later-model engines feature VVEL, which allows for constant manipulation of the intake valves.

VQ35DE:Underneath the hood of the inaugural 350Z (’03-’06 models) lies the twin-

cam, 3.5L engine that was borrowed from the brand’s existing lineup. It made 287 hp, laid down 274 lb-ft of torque, and spun to 7,000 rpm, which was almost as good as the engine’s twin-turbocharged predecessor. The Rev-up engine, a special, 300hp version of the VQ35DE was available on a limited basis for ’05 and for all manual-transmissionequipped models for ’06.

The coupe’s rear hatch struts could be nobody ever bought an automatic on purpose. All other trims blown and the roadster’s fabric top might remained. That same 300hp engine—also known as the Rev-up be trashed, neither of which should be engine—was used on all six-speed-equipped cars for ’06 when deal breakers. Suspension bushings, the front bumper, headlights, and taillights were updated clutch discs, and brake pads all wear and the Performance trim level was nixed. A Grand Touring faster than you think they should, edition was also added, which was similar to the Touring trim so be sure to give all of those a oncebut featured the Brembo brakes and Rays wheels that Track over before settling on a price. Wheel trims had. Watch out for excessive oil consumption on models bearings also wear quickly, especially featuring the Rev-Up engine, though, of which Nissan had when subjected to the sorts of loads that issued a recall for at one point. sticky tires and track days yield. Leaking fluid-filled rear differential mounts aren’t uncommon, either, as aren’t oil pressure iiNo matter which year 350Z or 370Z you sensors that’ve been know to wig out. All go with, it’s the cars’ six-cylinder VQ that you told, there’s no shortage of Z’s for sale, so care about, which has been hailed as one of if something doesn’t add up, move along the best V6 engines ever made. to the next one. VQ35HR:Nissan updated the VQ for the ’07 model year, introducing the HR, which stands for “high revolution.” Larger crank journals down below, new cylinder heads, longer rods fit inside of a slightly taller block, asymmetrical pistons, and all sorts of anti-friction updates mean its 7,500-rpm redline is child’s play, and 306 iiAnd then there’s the NISMO edition that has a 350hp engine that's hp and 268 lb-ft of torque is now yours. iiNissan’s Z has stood for things like beingmade up of many of the mods you would’ve gone ahead and done The engine’s new dual-path intake that fun to drive and making you look good for anyways. now features two throttle bodies and two more than four decades. Today, at around six-grand, it's something we can finally ’07-’08: The following year the VQ35HR was introduced and it intake tracts as well as the equal-length afford! exhaust manifold contributes to the was sayonara for Track models, which were replaced with the performance

power bump.

’03-’06: Somebody over at Nissan

went apeshit when it came time to VQ37VHR:Those restless engine figure out just how many versions of developers did it again when the 370Z its 350Z there’d be. For ’03, it was a was introduced, stroking the srcinal coupe or nothing at all, but it was sold in VQ engine but without sacrificing the variations that included base, Enthusiast, engine’s ability to rev, which is often a Performance, Touring, and Track by-product of that sort of bottom-end trims. The following year, the coupe, wizardry. That means 332 hp and 270 available in the same five versions, was lb-ft of torque are standard, which, by the complemented by the roadster with its way, was about 30 hp more than Ford’s retractable soft-top, which was offered V-8 Mustang was good for back then but in both Enthusiast and Touring trims. with two fewer cylinders. And for the You care about the Track trim, though, first time, Nissan’s VVEL (Variable Valve because of its lightweight Rays wheels Event and Lift) is also now standard on and Brembo brakes and because you the VQ. couldn’t get it with the automatic gearbox that resulted in an engine that made

Z BUYER’S GUIDE Scouring for a used Z is no different than it is for any other car. Get an expert inspection if you don’t know how to change your own oil or bring along a friend who’s smarter than you. Here, Nissan’s interiors aren’t known for durability, so beware of excessive wear and electrical bits that might not work.

slightly less power. If you also care about things like limited-slip differentials and traction control, avoid the base model. And if you need leather and the heated seats your girlfriend wants, you’ll have to go looking for Touring trims. Inaugural models like these are known to have a few issues, most of which have likely been taken care of by now; manufacturer recalls include those for the clutch, fuel filler, and circuitry for crankshaft and camshaft position sensors. Watch out for notchy transmissions, too, where third gear grinds can be common due to synchros exclusive to early transmissions. Faulty power window motors and incorrect

alignment settings that lead to premature tire wear are other known concerns. For ’05, the Z’s 35th-anniversary edition iiNissan’s interiors aren’t shoddy, but they was introduced, which was good for 300 don’t last forever. Be aware of excessive wear and common things that might not hp but only with the six-speed, manual work, like rear hatch struts, power windows, transmission that’d been used for the suspension bushings and wheel bearings previous two years. That’s fine because that can wear faster than you’d think. 64 SUPERSTREETONLINE.COM

coupe-only Nismo trim that featured a stiffer, seam-welded chassis, aero upgrades that paid homage to Nissan’s Super GT cars, and a special red-and-black cloth interior. Nismo models also included more aggressive cams, 18-inch Rays wheels, a Nismo exhaust system, and Brembo brakes all around. You wouldn’t be able to get your hands on a coupe or a Nismo-edition model after ’08, though. As far as popularity goes, any ’07-’08 model Z is among the best because of its more powerful engines and revised transmissions that eliminate earlier problems.

iiLike

the Type R is to Honda, NISMO is to Nissan. Spend a whole lot more money here but avoid most of the routine mods you’d spend that cash on anyways. You won’t find one of these for anywhere near your $6,000 budget, though.

’09: For ’09, you had your pick between the 350Z roadster or

the all-new 370Z coupe and, once again, a 350hp Nismo option was available, this time complementing base and Touring trims. Nismo trims feature 19-inch rims, a limited-slip differential, a stiffer suspension, bigger brakes, and key aero bits like front and rear spoilers and a rear wing. For slightly less money you can add the Sport package onto base and Touring trims that’s virtually a tuned-down Nismo model. Despite the previous 300ZX’s turbocharged V-6, the 370Z now claimed title to the fastest Z to date. ’10-’17: The convertible roadster showed up in ’10 as did a 40th-

anniversary-edition package that included its own color scheme and badges. Little else changed for the next two years. Minor body changes showed up for ’13, leading to four more years of the same 370Z, more or less.

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performance

WHAT THE CLASSIFIEDS SAY

Craigslist says that if you can cobble together close to $6,000, an early-model 350Z without any frills can be yours. Plan on spending at least twice that if you want an ’07-’08 model with fewer than 100K miles that hasn’t been wrecked and isn’t an automatic. Plan on shelling out at least $20K for the newer and more powerful 370Z and more if you want anything that’s got an Infiniti badge on it.

know you need an upgraded clutch, but what you don’t know is that the stock flywheel weighs a whopping 29 pounds and has got to go. Remember those transmission problems we talked about earlier? That big old lug of a flywheel could have something to do with it.

which can damage important things like rod bearings and cylinder walls. An oil pan spacer, for example, can yield an additional quart of fluid and submerge the pickup even further. The chassis:Besides whatever

suspension mods you made while driving your Z on the street, now’s the time to for better performance, your search ought consider stiffer, adjustable antisway bars and polyurethane bushings to replace to bring you to stickier tires, lightweight wheels, and some sort of adjustable the rubber ones that’ve probably already coilovers. With the Z, you don’t need a failed and thrown off your alignment. whole lot more than that. Adjustable antisway bars mean you can change your suspension setup based BALLS TO THE WALL on whether or not you’ll be road racing You’re done driving that Z of yours on or drifting, and polyurethane bushings the street, which means making as much will get rid of the slop. You also have to power as the VQ says you can and getting consider your alignment if you want to go the whole thing to handle better than racing. In stock form, only toe is adjustable Nissan says it should just became your at both ends along with minor camber reality. changes that can be made in the rear. If you want to maximize whatever tires The powertrain:Forced induction you’ve got, you’ll need more negative systems for the VQ abound, of which a camber and more positive caster than common setup is a pair of GT35R turbos, what the stock suspension says you can iiMaking more power starts with the same for instance, that’ll get you past the have. Negative camber will help keep the sort of mods you’d have to do to any other car: intake, headers, high-flow cats, and a 700hp mark in a hurry. You’ll need to tires’ tread planted and the extra caster cat-back exhaust. The VQ’s intake manifold address all sorts of things to get to that will help increase that negative camber as is also a restriction, and more power can be found through the cams and ECU tuning. level, though. As far as early VQ engines the wheels turn in as well as keep things are concerned, it’s their rod bolts that’ll more stable. You’ll need adjustable upper BUILDING BLOCKS stretch and cause all sorts of problems. control arms up front to do all of this as You want to build a Z but you want Later engines aren’t indestructible, either, well as adjustable links or lower arms out something reliable and without the illegal so plan on the usual forged bottom end back. You’re going faster now, too, which smog tests. As it turns out, a 280-whp bits and fuel system upgrades if big means your brakes will be fading. But you weekend track car that’ll still get you back power’s in your future. The oiling system can’t simply slap on the biggest rotors and forth to work on Monday isn’t all that will also have to be addressed if you plan you can find. Older Z’s are known to have hard to put together. on spending time at the track, too. When weak front wheel bearings; the larger cornering, oil can slosh away from the the rotor, the more likely you’ll notice the The powertrain:Making more power engine’s pickup, resulting in starvation, problem. starts with whatever VQ you’ve got and allowing it to breathe better with the intake, headers, high-flow cats, and catback exhaust you know you need. Look for even more power by means of a larger plenum or plenum spacer that’ll give it the volume Nissan’s engineers didn’t, cams and valvesprings, and an ECU reflash to tie it all together. Early VQ engines are mass-airflow-based, which means their ECUs are able to make a lot of corrections even after you go generating all of that extra airflow, but sooner or later that reflash will be necessary. And finally, you

The chassis:Any time you go hunting

BUT CAN IT DRIFT? In a word: Yes. But you’ll need a Z with a limited-slip differential to do it. Try it without one and you’ll spin that inside tire into a whole mess of understeer. You’ll also need an upgraded clutch that won’t slip while keeping the car drifting and suspension bits that’ll correct the car’s excessive body roll and all of that understeer. Once you break the factory limitedslip differential and upgrade to something stronger, it’s time to look for more top-end power and increase the car’s steering angle with extended tie rods. Perform the right safety mods, align it, and you’re on your way to a solid, entry-level drift that won’tcar look likeyou a fool in.

iiWeak

links between the 350Z and 370Z are few,

however, older models are prone to front wheel bearings that can prematurely fail. Keep this in mind iiFor maximum power, you’ll have to when upgrading consider turbocharging. Streetable systems iiThere’s no shortage of forced induction brakes; the larger like this are a good starting point, butfor systems for the VQ, including centrifugal the rotor, the more more power you’ll need more efficient supercharger kits like this as well as Rootslikely the wheel intercooling and a pair of bigger turbos. type blowers and turbochargers. bearings are to fail.

Z TIMELINE

First-gen:Nissan introduced the ’70 S30-chassis Fairlady Z in Japan followed by the North American equivalent, the Datsun 240Z. U.S. versions featured a carbureted, 2.4L inline-six that was good for 151 hp. Within the next 10 years, a largerdisplacement 260Z and later 280Z were introduced.

Second-gen:Not to be confused with the older 280Z, Datsun released the S130-chassis 280ZX for the ’79 model year followed by a turbocharged version in ’81.

Third-gen:The mid-’80s Z31-chassis 300ZX was good for about 200 hp in turbocharged trim and was responsible for the introduction of thevenerable VG series of engines.

Fourth-gen:It’s the Z32 300ZX that pitted the model against the likes of supercars like Toyota’s Supra and Acura’s NSX. Its 300hp, twinturbocharged V-6 and its ability to make a whole lot more power than that is what gave it that status. After being discontinued in ’96, it’d take another seven years before the Z namewould reemerge. 67

buyer's guide

Nissan Parts

KOYO

FORTUNE AUTO Fortune Auto 510 coilovers combined with the Air Piston Lift System is the ultimate suspension solution. Combining the ultra wide range of adjustment from thePiston CFD Piston and thethis 2” of lift fromoffers the Air Lift System, package the convenience of a conventional air bag system with the performance of a truly capable, race-bred damper. MSRP: $3449 fortune-auto.com

OS GIKEN

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Nissan owners will be pleased to know that Koyorad offers all-aluminum radiator upgrades for most Datsun and Nissan sports car applications manufactured between 1970 through 2016. Koyorad applications also cover JDM Nissan models such as the R32, R33, R34, Cefiro and Laurels. Koyorad engineers its radiators with precision, directly replacing the OEM radiator for a quick and simple installation. Their superior quality, precision hand welds, reliability and uniformity are what have earned Koyorad its excellent reputation in performance radiators worldwide. MSRP: Starting at $210

Koyorad Universal Oil Coolers are now available in four popular sizes: 10 row, 15 row, 19 row and 25 row. Koyorad universal oil coolers are highly efficient and strong, able to resist deformation up to 10 Bar/ 145 PSI. Koyorad universal oil coolers incorporate versatile -10 AN ORB (0-Ring Boss) provisions which allow users to easily reduce AN to AN fittings or convert from AN to barb fittings for multiple uses. Users may now choose Koyorad universal oil coolers to combine with a Koyrad all-aluminum racing radiator for the best automotive cooling system on the market. MSRP: $120-$220

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SEIBON

The OS Giken LSD for Nissan's Bluebird (R160) features a 1.5 way configuration and 16 active clutch plates. All of OS Giken’s differentials feature forged cases that are chemically heat-treated, providing the highest level of durability and strength possible. They offer many other applications within the Nissan lineup as well as other manufacturers. MSRP: $949

Seibon Carbon’s new GT-R-style carbon fiber hood for the ’11-’14 Nissan Juke is a combination of striking design and performance. The hood features functional dual side air ducts that help increase airflow, and like all Seibon Carbon products, uses only the highest-grade carbon fiber raw materials. MSRP: $900

Customizing doesn’t have to be limited to the exterior of your Nissan GT-R. Seibon Carbon makes a variety of carbon fiber interior pieces ranging from their Center Control Trim set, all the way down to their complete Center Shifter Bezel. MSRP: $480-$1,080

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SEIBON

FINISH LINE FACTORY SPEC Inc. Clutches and Flywheels introduces a line of direct bolt-in multidisc cluth and flywheel assemblies for the Nissan S15 6-speed SR20DET. These units are available in a carbon/graphite semimatallic twin, triple and even full carbon/ carbon configuration to support 1,400 lbft of torque. Each carries a different load and friction properties for street driving, road racing, drag racing or drifting. MSRP: $1,399-$3,299

Designed for extreme conditions, Finish Line Factory’s racing fittings provide superior strength and durability even in the most demanding environments. FLF’s hose ends are ideal for air or the fluid of your choice, including oil, water, and fuels like E85. Each of the fittings feature precision-machined 6061 aluminum for strong threads and quick assembly and feature a quality finish to give your engine bay the look it deserves, especially if you have a turbo or supercharger MSRP: $3-$20

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SPEC SPYDER AUTO Revolutionizing modern lighting with the next generation of LED taillights for the ’09-’15 Nissan GT-R, Spyder Auto’s dual LED ring, one-piece design ensures precise OEM guaranteed to make an impact on fitment the GT-R’s already powerful presence and turn heads, day or night. Whether you’re on the street or on the track, Spyder Auto is there to light the way. MSRP: $949 spyderauto.com

HKS

MCLEOD RACING

The new V2 supercharger kit for the 350Z features an HKS GTS8555 supercharger that allows the VQ35DE to push over 500 hp. A new, larger intercooler doubles the cooling capacity and enlarged suction and charge pipes help increase airflow. These features combined offer a 30% higher airflow capacity than the HKS V1 supercharger kit. MSRP: $4,980

Truhart’s Street Plus coilover system features a camber plate, aluminum top mounts and adjustable lower mounts that allow for up to 4” of drop without sacrificing shock travel. Available for 350Z, 370Z, Altima and Maxima. MSRP: $660-$740

From the entry level Street Tuner clutch kit to the high horsepower Mag Force kit, McLeod Racing’s Supremacy line has the right clutch for every build. Regardless of which model you choose, you’re getting a high quality pressure plate and disc. New applications include VQ35 and VQ37 along with many other popular Nissan platforms. MSRP: Starting at $325

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TRUHART

back in the day

FIRST IMPRESSIONS LAST

SUPERCARS BEWARE: SR22VET-POWERED, SIX-SPEED, ’67 DATSUN ROADSTER WITH 341 HP…AND YOU’LL NEVER SEE IT COMING WORDS BK NakadashiPHOTOSDax Rodriguez

Stock-looking cars are for nerds, right? Especially ’60s cars, with all of that chromed gingerbread seemingly added on with a trowel. Clean lines aside, brightwork and filigree are a

both weight and style, to flare the fenders so wider tires would be accepted, to straight-pipe the exhaust and eschew mufflers, to strip off all of the factory bling and embrace a monochrome

side moldings, the bright headlight and taillight bezels, the factory grille... all of it is as it came from the factory. Oh, the wheels and tires are a little oversized—16x7”, when dinky little 14x4.5”

throwback to a more genteel era, when sports cars were driven by genteel pipe-smokers in flat caps who were happy to substitute outright speed for sporting feel. How easy would it be to shave off some trim, to yank the bumpers for

future, to make that chosen color some retinascorching hue not found in nature? And so, what to make of this? It’s a ’67 Datsun 1600 roadster wearing nearly all of its factory jewelry. Awww. Isn’t it cute? The body

were factory issue—but only that, and the lettering on the front fender, a couple of missing 1600 badges, and the watermelon-diameter exhaust tip, are clues to the truth that lies beneath that faux-scooped hood. It’s not even all


that loud. Super-sano, your grandfather would have called it when both he and this car were much younger. There’s a reason why those 1600 fender

Pacific Coast Highway and still keep the element of surprise on his side. Frampton turned to Kevin Desirello at Kevin’s Roadster Designs in Riverside, California. Desirello, whose family

first SCCA National Championship there in ’68 (see sidebar), and now Desirello’s shop is there, mere minutes away from where the legendary track once stood.

badges have disappeared: truth in advertising. Jon Frampton of Huntington Beach, California, didn’t want to trade outright speed for sporting feel: he wanted both. He wanted a Datsun Roadster to go out hunting for Porsches on

had roadsters longer than they’d had him, was a natural choice: He’s built more than a handful of quality Roadsters in the last few years. Plus, there’s something about Datsuns and Riverside that just seem to mix: The marque received its

Pop the hood: Unlike the U20-powered beasts that duked it out around RIR for road-course supremacy, you’re looking at a turbocharged stroker SR20 putting out 341 reliable, repeatable dyno-testedhorsepower.

71

back in the day

At the rear wheels.There’s a lot to unpack here, but the basics are

these: An SR20DET pirated from an S15 Silvia was stroked with a K1 Technologies 92mm stroker crank, and custom 86.5mm Carrillo pistons and Manley rods brought displacement up to 2.2 liters. The head is from an SR20VE with variable cam timing out of a Japan-market P11-generation Nissan Primera and required some machine work to mate to the block. With the stroker kit, the combination measures out to 9:1 compression. That’s plenty of room for the 12 pounds of boost from the Garrett GTX2867R turbo, mounted on a custom top-mount manifold. Mix in the NISMO 740cc injectors, some tweaking via the Megasquirt 3 DIY Autotune system, and an afternoon’s worth of dyno time, and there’s your 341 horses. Assuming the Roadster weighs 2,300 pounds, which corresponds with some “as-tested” curb weights on road-test machines from back in the day, you’re looking at 6.7 pounds per horsepower as it sits. That puts it in Dodge Charger Hellcat territory. Admittedly, the ultimate goal is to find 500 hp with 22 pounds of boost, but the combination is so dialed in at the moment that everyone is leery of messing with a good thing. The engine is connected to an Aisin-built six-speed stick out of an S15 Silvia. That transmission features a 3.626 first, 1:1 fifth, and 0.76 overdrive sixth. Desirello claims he cautioned against it, “That trans can’t handle much more torque than what we’re putting through it now; Jon picked the wrong trans to handle a lot of power, but he wanted the six-speed, so he got it.” It’s one of the reasons they’re not cranking the boost up to 22 pounds in search of those 500 horses just yet. It also meant some work for Desirello: He had to move the tunnel an inch on the right-hand side to clear the wider case, but as a bonus, the shift position slots exactly into the stock Roadster shifter location. Moving back, the rear end is out of a mid-’80s Mazda RX7 GSL-SE, narrowed half a foot to clear the Datsun’s narrow hips. Much as the idea of keeping the driveline all Datsun is appealing, economics are on the Mazda third member’s side. “The FB Mazda rear end came with disc brakes. A limited-slip differential is much cheaper, and there are a couple of gear ratios available for it. Plus, there’s the cost: An srcinal Datsun H190 rear—not including gears, bearings, or fluid—costs as much as a complete RX-7 rear does. It’s just cost-effective, and it’s a tougher unit.” The owner supplied a vintage NISMO suspension kit with stiffer coils in front and leafs in rear, plus a fat front sway bar. With the rear brakes already converted to disc, the roadster’s front now stops with factory twin-turbo Z32 calipers grabbing a set of custom Coleman rotors. 72 SUPERSTREETONLINE.COM

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back in the day

TUNING MENU

’67 DATSUN 1600 ROADSTER

iiElectric

dash and gauges are a nice modern touch.

OWNER JON FRAMPTON HOMETOWNHUNTINGTON BEACH, CA POWER341 whp, 266 lb-ft of torque at 12

psi of boost on 91 octane ENGINES15 Silvia SR20DET block with Primera P11 SR20VE head and cams, custom machine work to mate block and head by Millennium Motorsports; K1 technologies 92mm stroker crank; Manley rods; 86.5mm Carrillo pistons; 9:1 compression; GTIR race bearings; ARP main andKing head studs; Garrett GTX2867R turbo on custom top mount manifold; 3-inch mandrel bent stainless exhaust from turbo to polished 3.5inch tip; Turbosmart wastegate andblow-off valves; custom intake based onXcessive SR20 intake; NISMO 740cc injectors; custom polished stainless fuel tank with DW340 fuel pump; Ron Davis custom radiator DRIVETRAINS15 Silvia six-speed transmission; mass-dampening flywheel delete; Clutch Specialties Stage 3 clutch kit; custom shortened roadster driveshaft with oversized U-joints; Mazda GSL-SE RX7 rear axle; narrowed 6 inches with 4.10 final drive; rear axle built by John Wallum ENGINE MANAGEMENT Megasquirt3 DIY Autotune built and tuned by Chris Allen Nissan NOS FOOTWORK & CHASSIS Competition suspension with 22mm front sway bar BRAKESNissan Z32 twin turbo calipers on

iiPart

S15 SR20DET, part Primera SR20VE to make 341 ponies!

custom Coleman Racing rotors (front); stock FB RX7 calipers and rotors (rear) WHEELS & TIRES 16x7” +12 VTO Classic 8 wheels; 205/45R16 Federal 595 RSR tires EXTERIORshaved gas filler and deleted fender badges; paint by Gongora’s Body and Paint INTERIORcustom electrified dashboard and gauges by Global Tech Instruments; chrome and simulated carbon-fiber panels; upholstery hand-stitched by Bill Dunn THANKS YOUKevin Desirello and the team at Kevin’s Roadster Designs; G Spec Performance; Gongora’s Body and Paint; Darden Tune

DATSUN’S RACING RECORD Back in the ’60s, when SCCA was the ultimate arbiter of road racing in America, it established the American Road Race of Champions—an end-of-season invitational race for the top three points placers throughout various SCCA regions. The ARRC was the world series of American sports car racing; it pits the nation’s best of the best against each other in individual classes. Between ’64 and ’69, the American Road Race of Champions alternated between Riverside International Raceway in Riverside, California, and Daytona, Florida. (Riverside ran the series on the even-numbered years.) Starting in ’66, ARRC were declared national champions. The production-based classes generally were lled with MGs, Austin-Healey Sprites, Lotus, Triumphs, Morgans, and other British sports cars of the type; some other continental European stragglers like Alfa Romeo and Porsche would also increase their presence as the ’60s went on. Through ’64, Japanese cars simply weren’t considered to be in the same class, literally or guratively. But this was to change. Datsun’s rst visit to the ARRC was in ’65, at Daytona, when Connecticut Yankee Bob Sharp took third in class 3G Production; a year later, at Riverside, Sharp came in fth. A Datsun placed 11th in the renamed C-Production for 1967, but in F-Production, Sharp won outright, with a second Roadster placing on the podium. (Another Datsun placed Fourth in G-Production.) For ’68, F-Production saw more than a third of its 20 drivers behind the wheel of a Datsun, with Sharp again leading the pack with a second-place nish. In the ’68 C-Production runoffs, 8 of the 18 entered racers droveahead Datsuns, and while the topToyota Datsun2000—were nisher wassix-cylinder Jack Scoville in sixth, most of ’69 the cars of him—Porsche 911, machines. For the runoffs, C-Production’s top Datsun was driven by Donald Kearney, who placed seventh in a eld of 18 cars otherwise comprised of Porsche 911s and six-cylinder Triumph TR6s; Sharp was again top Datsun in F Production, placing fth, while Scoville won D Production outright in an 18-car eld that saw no fewer than 11 Datsun Roadsters running for the title. (Datsun, which embraced racing as a marketing tool, crowed about it in period magazine ads.) The 1969 runoffs were the last year that Datsun Roadsters were campaigned with any aplomb; they were replaced by the six-cylinder 240Z soon enough, although plenty of SPL311s are still campaigned in local events. 74 SUPERSTREETONLINE.COM

The body itself looks stock, but it took a lot of craftsmanship and hand fettling to get it looking this good. “When we got it,” Desirello recalls, “it was just old and ratty. The floors weren’t too bad, and there were just small rust holes in the bottom of the fenders. We tried to keep it as stock looking as we could, so that when the hood was closed we could present as if it were srcinal. Just a little shinier.” Other than the removed fender badges, the gas cap was moved to inside the trunk, rather than jutting out through the rear fascia below the trunk opening. Even the wheel openings have resisted a massage for clearance: “You have to get the offset just right, and you may need to play with spacers to center things up, but you can fit 16x8” in the back,” Desirello tells us. Frampton’s car runs VTO Motorsports wheels, but “Panasports...they’ll fit right in there. I’ve even gotten 17x7” to fit.” The build took two and a half years part-time. “I work a 4/10 schedule at my day job, so I would get two days off per week. It’s really not a lot of time, when you break it down.” The result saw this very car make the Top 20 in ’15’s SEMA Battle of the Builders—a huge honor for any builder, much less one operating out of his home garage. Beyond a glance at the wheels, and maybe the interior (with fortified buckets and ample carbon-fiber touches), only hardcore Roadsteristas would know that anything was changed. Without popping the hood, you’d never know. And that’s OK by all parties concerned. You’d lose the element of surprise any other way. I mean, how will you go about scaring unsuspecting supercars in your vintage Datsun Roadster if you advertise?

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throwback

A LOOK BACK AT 10 OF THE RADDEST NISSANS TO GRACE SUPER STREET WORDS Jofel Tolosa

In our 20 years of being the best tuner mag ever, the flow of ridiculously cool Nissan feature cars has been endless.Here are 10 of the most awesome examples ever published in the history of Super Street:

2. SUPER STREET SILEIGHTY December ’10

1. BEN SOPRA 380SX April ’15

How do you make a 380SX? You take one part iconic RPS13 chassis and one part cutting-edge VR38DETT. Mix them together and you have this beast that set out to hit a goal of 250 mph at Option’s Top Speed Challenge. Unfortunately, it never competed, but in its second life, HKS reengineered the car for full-time drifting duties.

As they say “one man’s trash is another man’s treasure.” This 240SX was passed down from editor to editor, first belonging to Brent Romans, then Jonathan Wong, and finally Charles Trieu, who completed the project car with rare JDM goodies—180SX tails, SSR Star Formula Mesh wheels, Bride Zeta IIs, and an HKS spark plug cover.

4. RICKY CHU’S 240SX November ’06

3. BIKO WORKS SKYLINE HAKOSUKA

Before drifting became a global phenomenon and the 240SX became a

May ’10

pandemic, former editor Ricky Chu built his vision of the ultimate S14. Way ahead of the game, he did an S15 front-end conversion and had legendary Signal Auto drop in a fully built SR20DET. The exterior was painted House of Kolor’s Platinum Silver Pearl and the Work Meister wheels still look classic today. ( What about that Super Street nuclear symbol on the hood? – SD).

You’ve probably seen a Hakosuka stateside, but chances are, it’s a clone and not an authentic GT-R. Even in Japan you’ll have a hard time finding GC10s, but we managed to track down this one at BIKO Works in Chiba, which remains one of our faves of all time.


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throwback

6. MINE’S SKYLINE GT-R March ’07

5. ROCKY AUTO FAIRLADY Z October ’10

Rocky Auto is a renowned hot rod shop that can do just about anything from maintenance to full restoration jobs. Its S31 is not for the faint of heart, especially for the purists. The Z features Rocky Auto’s own fenders, lips, diffusers, wing, and carbon hood. They also retrofitted an RB26DETT with an HKS TO4Z turbo under the hood.

This R34 from Mine’s had 621 hp and 434 lb-ft of torque, but you would never know it from looking at the engine bay or judging by its ultra-clean exterior. In full street form, it was able to place fifth in the Unlimited class at Super Lap Battle. What’s even crazier is that Mine's made three identical R34s just like this one!

8. ANDY CHENG’S 240SX 7. JUN AUTO 350Z

February ’07

May ’07

Working at HKS has its perks, such as being able to build one of the first dopest 240SXs in the States. Andy Cheng used all JDM parts on his S14 such as a 371hp, HKS-tuned SR20DET, Vertex Ridge aero (direct from Takahiro Ueno), D1-edition Super Advan wheels, and more.

This is quite possibly the most famous Nissan 350Z in history, most notably because JUN Auto somehow transplanted an R32 ATTESSA E-TS AWD system. This Z32 retains the VQ motor and produces 838 ponies, which helped clock a 57-second lap time at Tsukuba, as well as a top speed of 260 .

9. BRILL STEEL 200SX January ’15

The moment Brill Steel uploaded a video clip of this S14 hooning in a parking lot, it spread like wildfire. The Italian tuning firm was quite possibly responsible for building the most viral Nissan in history, much of which was due to a fire-breathing, 1,000hp LS3 and custom carbon-fiber body, rumored to be engineered by employees of Lamborghini.


10. C&Y 300ZX March ’12

Let’s face it, the 300ZX is a bit underrated. C&Y Sports, a shop based near Nagoya, Japan, made one of the baddest Z32s to shut the haters up. At the time, RB26 and SR20 swaps were played out in Japan, so C&Y looked to Toyota’s 2JZ-GTE as a new powerplant. The exterior has been dressed with a Mission widebody kit and a few of C&Y’s very own accessories.

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