THE RACETRACK IS THE COMMON FACTOR SHARED by practically all motorsports and serves as the proving grounds for all things high performance. Track testing also functions as the laboratory for performance parts development. Participation and involvement unite the manufacturers, tuners and consumers in our industry and no one knows this better than David Norton of S.P.E.C. Clutches. SPEC Clutches was born of a need for attainable driveline performance products. Norton and much of his staff at SPEC Clutches not only develop and manufacture clutch products, they also track the products they produce. When Norton purchased this 1995 Nissan 240SX in 2002, drag racing was the motorsport of choice among import enthusiasts. He intended to build the S14 240SX chassis as a street sleeper that could drive to the track, give the local domestic guys a run for their money and then drive home. However, the build focus changed with the shift in popularity of drifting, road racing and time attack in America. The versatility of the Nissan S-chassis made it possible to make a course correction and refocus mid-build.

Road Course Reversal

Although the chassis had already been prepared for the strip, it was back to the design board to make the setup more reliable and better prepped for the circuit. Once the chassis had been stripped and the doors gutted, the cabin was reinforced with a Kirk Racing cage better suited for door-to-door competition. The cage not only stiffened the chassis and offered protection for the driver in case of a rollover, it also featured door bars that protrude into the hollowed doors to ensure side impact protection. A Recaro Pole Position bucket seat with Schroth 6-point racing harnesses secures the driver behind the Sparco steering wheel. Information is critical, so a STACK display panel and A’PEXi gauges mounted to a carbon-fiber panel monitor engine vitals and relay important vehicle data. For weight savings and adjusted ballast, a Braille Battery lithium-ion battery with a carbon-fiber shell mounts behind the now-absent passenger seat.

Tuned to Turn

Since the S14 was repurposed for cornering in addition to acceleration, refinements to suspension and handling were in order. JIC Magic FLT-A2 coil-over dampers suspend the chassis by way of a plethora of Battle Version suspension links and arms. This combination permits adjustment to spring preload, dampening and suspension alignment. Behind the Toyo R888-wrapped Enkei RPF-1 wheels, a pair of Wilwood Superlite calipers grab two-piece rotors up front, while two-piston calipers mounted to 300ZX turbo uprights apply friction to slow the rear wheels.

JDM Power

The USDM KA24DE engine that originally equipped this S14 was discarded in favor of a factory-turbocharged JDM sibling, a Red Top SR20DET from an S13 chassis. The aluminum block received a set of Indy ductile-iron sleeves installed by Sunbelt Racing Engines. Forged aluminum CP Pistons filled the larger 87mm bores, while Carrillo forged-steel rods made the connection to the factory crankshaft. This combination yielded a new displacement of 2,045cc.

Hybrid Hyped Head

The original S13 SR20DET high-port cylinder head generally outflows the low-port, variable intake camshaft-equipped SR20DET from a JDM S14. However, neither can compare to a higher-flowing cylinder head with variable-valve timing and lift control on both the intake and exhaust camshafts. The Nissan SR20VE head offers increased airflow in addition to optimized valve timing thanks to dual variable camshafts. With the SR20DET high-port head removed, the SR20VE head installed in its place was equipped with a complete Supertech valvetrain lifted with the stock VVL camshafts. An A’PEXi MLS head gasket provides the seal between the head and block, while ARP head and main studs keep the long-block assembly together. Norton remarks, “The VVL install was not terribly difficult. We mounted a magnetic pickup on the timing cover and a crank trigger to the cam sprocket. The biggest deal was syncing the signal to the variable cam timing function in the AEM EMS. But it is nothing a good tuner can’t knock out.”

Boosted Brawler

Producing significantly greater horsepower figures from a forced induction-equipped engine entails upgrading the components. A Turbo Specialties custom 321 stainless-steel manifold positions a Turbo Specialties GT3582R turbocharger forward of the factory location and in place of the belt-driven power steering pump. The long, equal-length runners ensure good velocity, spool up and peak power. The manifold features an HPC thermal coating to keep the heat within the pipe. This helps to harness the energy of the high-enthalpy gasses to spin the turbine. A custom downpipe and exhaust system routes the gasses leaving the turbine out to the atmosphere. Custom piping joins the compressor outlet to the GReddy intercooler. From the intercooler, the compressed air charge is distributed to the combustion chambers by way of a custom SPEC intake manifold. With an AEM EMS managing engine functions, the true power-producing capacity of the SR20VE hybrid engine could be attained. With the chassis strapped to T1 Race Development’s Dynojet 248C dynamometer, the 240SX produced 619 horsepower and 449 lb-ft torque at 24 psi boost pressure.