Engine/Transmission
- Forged and coated Wiseco pistons and rings; 9:1 compression ratio (stock is 9.5:1), .020 over
- Crower forged connecting rods (after stock rods failed at sub-300 whp
- ARP head and main studs
- Cometic MLS (multi-layer steel) head gasket
- Clevite rod and main bearings
- New OEM valve springs/guides
- Fel-pro valve seals
- Ferrera "super alloy" 1 mm oversized intake/exhaust valves
- 3 angle competition valve job
- Colt Stage II camshafts; re-shimmed to minimum valve lash (max lift)
- New OEM oil pump/front main seal
- New OEM water pump
- New OEM upper/lower timing chains, guides, and tensioners
- Complete OEM gasket set
- ASP lightweight aluminum crank pulley
- Fidanza aluminum flywheel (11 pounds versus 30 pounds stock!)
- ACT street clutch and pressure plate
- B&M short-shifter and Redline MT-90 transmission fluid
Turbo and ancillary components
- Turbo240/Garrett GT32 Turbo, .63 a/r turbine, .60 a/r compressor, 15 psi
- Log manifold, ceramic coated, flange cut between individual runners to prevent cracking
- 2.5 inch mandrel bent steel downpipe w/flex pipe; no resonator, straight pipe instead of a catalytic converter (unless she's going through emissions)
- 2.5 inch mandrel bent stainless steel turbo inlet
- JGS tools 26 inch x 8 inch x 3 inch tube and fin aluminum intercooler
- 2 inch aluminum hot-side piping, 2.5 inch aluminum cold-side, mandrel-bent
- Tanabe Hyper Medalion stainless steel exhaust
- Multi-ply high temp, high pressure silicone and stainless clamps used throughout
- K&N cone air filter
- Alcohol injection programmed to come on at 6.75 psi
- Northern Tools and Equipment 1.0 gpm alcohol injection pump
- Callaway turbo alcohol injection nozzle
- Walbro 255 lph high-pressure fuel pump
- MSD top-feed saturated 50 lb/hr (525 cc/min) fuel injectors, balanced and blueprinted
- Aeromotive adjustable fuel pressure regulator (34 psi @ idle)
- JWT Turbo ECU, for MSD 50 lb fuel injectors and Cobra MAFS
- Aurora 8 mm plug wires
- NGK Iridium IX spark plugs (BKR7EIX-11)
- PDM-Racing Stage II S14 camshafts/shims
- Front-mount oil cooler, thermostatically controlled, aeroquip fittings and stainless lines
- Koyo 2.1 inch all-aluminum polished radiator
- Turbo XS Engineering bypass valve
- Ford Cobra MAFS (1993). 3.5 inch inlet, 3 inch outlet
- Turbo240 billet aluminum top-feed fuel rail, 3/8
Suspension/Brakes/Wheels
- Front: SPL Parts/KTS coilovers, 8kg springs, 40 mm diameter piston, inverted shock design, adjustable ride height, spring preload, camber, 15 way dampening adjustment
- Rear: SPL Parts/KTS coilovers, 6kg springs, 49 mm diameter piston, pillowball mounts, adjustable ride height, spring preload and 15 way dampening adjustment
- Pilot front strut tower brace
- Cusco rear strut tower brace
- Suspension Techniques anti-sway bars front/rear with polyurethane bushings
- Project Silvia tension rods w/spherical bearings and dust-boots
- Nismo subframe power-brace
- KVR cross-drilled, vented, and cadmium plated brake rotors on all four corners
- KVR carbon-kevlar brake pads on all four corners
- Custom 16 inch by 8 inch Bogart/CCW two-piece welded, fully forged rims with spun shells, +10 mm offset rear, +16 mm offset front
- Kumho Ecsta MX 225/50/16 Z-rated tires up front
- Yokohama AVS Sport 245/45/16 Z-rated tires out back
- Adjustable pillowball billet mounts for coilovers
- SPL parts subframe-bushing collars
- SPL parts stainless steel braided brake lines; teflon lined and coated
- Speed Bleeders
Miscellaneous
- Autometer boost gauge/alcohol injection light, mounted on steering column
- Zeitronix ZT-2 Wideband air/fuel ratio monitoring system
- JDM K's front bumper
- JDM koukiturn signals (amber)
- SE mud-flaps
- Battery relocated to trunk
- iPod ready Aiwa head-unit
- Leather shift-boot
- Upper timing chain guides removed (no slapping sound!)
- CNC drilled aluminum clutch/brake/accelerator pedals
- 2.5 inch electronic exhaust cut-out that makes the exhaust effectively just the downpipe, activated via a switch in the cabin
Future Plans
Currently, the car is as close to being "done" as it ever has been; there's literally not much else I can do to it...pretty much everything has been modified for the better. The older I get, the more pragmatic I become, and so with neither a job paying a handsome salary, nor the need for any more changes, my 240sx may, for the first time, stay unmodified for the next few years.
Nonetheless, I still have a few things I'd like to upgrade:
-Wilwood 4-piston billet calipers and 2-piece machined rotors for the front ($795)
-Side-skirts/rear-valence (body/appearance items are always the least important to me)
