240SX—General Modifications

This page outlines the changes that Ontario Race Fabrications have made to Adam Huchinson's Nissan 240SX.

Click each thumbnail to view a larger version of the image.

	The rear APR GT2 Wing It is a fully-adjustable, aluminium wing, and despite its ugly look, the wing adds tremendous rear down force at speeds over 100km/h This wing features a true aerofoil that really keeps the rear of the car planted during high-speed corners on the track You can also see the soot on the bumper, due to the rich condition the engine is running in. Currently, we are running 11:1, which the engine really seems to like. The exhaust is a custom 2.5 inch diameter stainless mandrel bent with a reactive stainless cannister with dual tips.
	The nose is cut away to accommodate more airflow through the rad and oil cooler. When the turbo system was first installed, we had serious overheating issues, and we had to increase the air crossing over the stock rad. The overheating problem was solved with a custom rad.
	The trunk of the car, which was stripped out, along with the front. The only remaining interior is the seats, doors, and dash. The four-point roll bar was custom-made and mandrel bent out of .125 thick steel tubing and has 1/4" welded-in baseplates. the roll bar features a diagonal brace, and a brace for the driver-side five-point harness. You can also see the Cusco rear strut bar, which adds to the chassis stiffness. The battery had to be relocated to the back of the car to help balance out the weight and to provide more room in the engine bay. A 2 1/2 LB fire extinguisher is also mounted to the roll bar.
	The battery was moved to the rear of the car. It is inside of a marine battery case, and is held down with a U-bolt that is attached to the trunk metal. The case is then held down with a nylon strap. You can barely see the NOS line and the NOS bottle holder in the passenger-side rear corner. You can also just see the wiring for the NOS bottle heater.
	The front-mount intercooler (a Spearco 27X7X3), which has seen better days, since I have smashed it twice while loading it onto my trailer. However, it still works just as well, it's just a bit bent. Please excuse the crooked license plate, the plate was put on for some road driving.
	My very nice roll bar; you can see that it was constructed very solidly. I decided to put in the roll bar after seeing several cars flip over at the track. I never want to put it to the test, but it should provide considerable safety in a roll-over. The roll bar has the added bonus of increasing chassis stiffness immensely.
	The double-wing design of the rear wing is more visible in this picture. It is high enough off of the car to get some clean air.
	The hood of the car is sporting some new heat vents in this photo. At the the previous event, I had a small engine fire that basically burned the wastegate lines. the engine overboosted to 27PSI and leaned out. I blew out a head gasket, chipped a valve, and cracked the head on cylinder #4. To combat the intense heat during racing, we cut these vents in the hood to help cool the turbo area down.
	The 240SX is running 225/50/15 Toyo Proxus RA1 (dot racing rubber) on the street. They have a tread wear of 40, but all of all the race tires I have used, I consider this the only streetable one. They are on 15x7 Ronal 5-spoke aluminum rims. For the track, I use 225/50/15 BFG G-Force race compounds, which have a 00 treadware. This season, I am going to try Hoosiers, which I have heard are even stickier.
	These are Kosei K1 racing rims: 7.5" all the way around, with 225/50/16 Toyo RA1s up front and 245/45/16s on the rear. You can see in the picture that the Hawke Racing brake pads really eat awat at the Brembo rotors... no brake fade, though!
	These brakes are now on the 240SX. I had serious brake fade issues with the increase in power from adding the turbo charger. These are 300ZX 30mm thick Brembo cross-drilled rotors with 4-pot 300ZX aluminum calipers.
	These rotors are very thick, which really helps disapate the excess heat from racing.
	The stock seats in the 240SX hold me very firm when racing, so I kept them. The driver's seat has a 5-point harness and the passenger seat has a 4-point harness.
	The 240sx has been outfitted with most of the necesary autometer gauges. From left to right: Top gauges: water temperature oil pressure fuel pressure Middle gauges: air-fuel ratio NOS pressure Boost pressure Below: extra injector control system by SDS electric fan controls MSD boostmaster ingnition retard system (red button) You can also see the turbo timer and the Jacobs' Nitrous Mastermind computer, which also seconds as an adjustable rev-limiter, as well as the NOS-armed and bottle-heater lights, and , of course, the autometer tack, mounted on the dash.
	The ignition system is on the door. It is a MSD 6A system with MSD boostmaster. I find this system works very well, and allows me to adjust ignition retard according to the fuel that is available. The JWT ECU is visible in the corner. This is not the turbo ECU, just the NA program. It removes the rev-limiter and adjusts the timing.
	I had the ugly, black, faded, chipped valve cover stripped and epoxy painted and polished. Then I installed a new STR oil cap. It looks a bit better now!