1st Overall - 1st Forced Induction Class
Church Automotive Testing
Da S2000 (AP1)
Da
S2000 (AP1)
Best Lap: 1:25.707
Owner: Shawn Church
Driver: Craig Stanton
Output: 460 Whp / 290 Lb-Ft (Dynapak)
Engine
·
Kraftwerks Supercharger
·
DeatscheWerks 1,300cc injectors
·
Wolbro 255-lph fuel pump
·
Toda header, adjustable cam gears
·
Afterhours Automotive airbox
·
IPS forced-induction cams
·
Hondata EMS, K-Pro, programmable traction
control
Drivetrain: Toda flywheel, clutch disc, ACT
clutch pressure plate
Suspension: Omni Power coilovers
Exterior: APR GT wing (track use only)
Brakes
·
Cobalt pads
·
Motul fluid
·
Stock rotors
Wheels: 17x9 (front) 17x10 (rear) 949
Racing 6ULR
Tires: 245/40-17 (front)( 255/40-17 (rear)
Vehicle history
“Car was originally purchased new in March
of 2000 and modified with an AEM cold air intake, throttle-body coolant bypass,
and a Mugen header. Over time, more naturally aspirated modifications were
added, and the car was used as the test mule for the Hondata K-Pro EMS system
and spends a lot of time on various road courses. Then, in 2008, I drove a
prototype Kraftwerks supercharger kit on an AP2 S2000. I knew that if I decided
to go forced induction, this would by the way to do it for a street car that
had to pass emissions. When an opportunity came up to grab a used kit, I
snapped it up and drove around at 7 psi, but eventually upped the boost. After
running into the tuning/boost limits of 91-octane fuel, I converted the car to
E85 and contacted Oscar Jackson to upgrade the kit. He came up with a special
pulley combination that netted us almost 16 psi. The car now makes over 500hp
and has run the standing mile at 160 mph on the rev limiter in Sixth gear. It
also traps at 120-plus mph in the quarter-mile, although I confess I haven’t
launched it too hard for fear of the stock differential breaking, so the ETS
are only in the high 11-to low 12-second range.”
2nd Overall - 2nd Forced Induction Class
Skull works
1993-SX (HATCHBACK)
1993
240SX (HATCHBACK)
Best Lap: 1:26.278
Owner: Mike Yates
Driver: Keith Calcagnie
Output: 440 whp / 390 lb-ft (E85)
Engine
·
P11 SR20VE head (decked 1mm for 10.5:1), timing
cover/oil pump, reversed/modified intake manifold, 70mm TB
·
SR20DET block 87mm bore stock sleeves
·
CP pistons for 9:1 SR20DE(T)
·
Eagle Rods
·
ARP mains, rods, head studs
·
Calico-coated ACL “race" bearings
·
Cosworth 1.1mm head gasket
·
Super tech valve springs
·
Skull works VE conversion package
·
Megan Racing manifold for external waste gate/V-band
outlet
·
Forced Performance HTA 2868 turbo
·
Tial V-band turbine housing, MV-S waste gate
·
Blitz FMIC
·
Custom ghetto Compton intercooler piping
·
Greddy BOV
·
1,000cc RC injectors
·
AEM EMS series 2, serial gauge, oil pressure
gauge air/fuel meter
·
VQ35DE coil packs
·
Tuned by Mitch Pederson of MP Tuning
Drivetrain: Stock trans with Cryo-treated Gearset.
SIS helical diff with stock S13 ring-and-pinion
Suspension: BILSTEIN suspension 300GT
(front). 300ZX rear assembly
Aero
·
S15 frontend
·
20mm wide-body (front) 50mm (rear)
·
Honda silver paint with black roof
·
Seibon CF hood
Brakes: DefSport/Skull works Wilwood 12.2-
inch FSL four-pot brakes
Wheels: R33 GT-R Rims or staggered 5 Zigen
FNOlRC’s
Tires: 255/4S-17 (front) 285/40-17 (rear)
Continental Extreme DW
Vehicle history
“I purchased my S13.5 chassis in its current and painted condition
last year from a friend as an unfinished project. I put it back together after
building a new engine and rewired the setup with the help of friends and Matt
Perkins of SR Motorcars. The initial build was a mild SR20DET with Ross
pistons, and MLS head gasket and ARP studs from top to bottom. After a tuning
session I pulled the engine due to a rod knock and a failed oil squirter and
decided to go with a SR20VE, which I developed all the parts necessary to make
the VE headwork on a SR20DET block and modified to allow it to run a Tial
V-band turbo housing and waste gate. This car is an evolution of my street
240SX SI 3 which I drove daily for eight years."
