The enclosure was painted by Creative Car Audio and Motorsports to match the exterior of the car, and also built a custom fiberglass dash pod to display the BF gauges. There is an EGT gauge for each exhaust manifold, along with the requisite number of displays for a SEMA car, including boost, oil and water temp and oil pressure. A modified center console houses dual DEFI Link displays and a Tein EDFC. Behind the elaborate dash sits a RacePak 250-DS-UDXSR ultra dash extreme cluster, which has been wired to work with the factory CAN system. Stay tuned, because the car is currently using a prototype engine management system we can't discuss yet as it's still in the testing phase.
Bride's Low Max Maxis III (holding monster) seat was installed in front of the subwoofer enclosure using Nagisa Auto Super Low seat rails in conjunction with a less extreme Low Max Gias seat on the passenger side. To complete the made-in-Japan look, Takata's MPH341W six-point harnesses were wrapped around each seat. Hasepro's Magical Carbon was used to accent the door handles, center gauge pods and doorsills. A Personal Neo Grinta 350mm steering wheel was mounted atop a Works Bell quick release, supplied by ASPEC products in El Monte, Calif.
Performance Nissan once again stepped up to supply the Nismo contingent to the build. The Nismo interior bling came in the form of a titanium shift knob, oil and radiator caps and floor mats.
While the car received its finishing touches, Tsuneishi was under the hood installing Tomei's custom spec SPL Procam camshafts from Japan and match porting the runners before performing a valve job. Tomei's oval wire rod springs, which are designed to work with the higher lift of their camshafts, were installed here. Also employed were Nismo retainers and keepers-the same gear you'll find in specialized Nismo engines used for competition in Japan. Not wanting a repeat of our constantly exploding Suzuki Aerio, Tsuneishi also installed a Setrab oil cooler with Earl's braided stainless steel hoses and a windage tray in the oil pan.
Finally, having fitted a Walbro 255lph in-tank fuel pump and RC Engineering's 820cc injectors atop a SARD fuel pressure regulator and Okada Project plasma ignition coil packs, Tsuneishi deemed the engine ready for its crown jewel. With the help of Teddy Hiraoka of Mavrik Motorsports in Fullerton, Calif., a Vortech V-2 SQ supercharger kit was installed. To keep the incoming charge cool, a Spearco front-mount intercooler with boron nitride coating was mounted ahead of the radiator.
All that extra air is crammed into a Motordyne Iso Thermal MREV2 intake manifold via their Iso Thermal plenum spacer. The new manifold, along with the supercharger, will allow the car to develop more low- to mid-range torque (448 lb-ft, to be exact). On the other side of the equation, the gasses expelled when making 487 hp are shot through Tomei's Expreme exhaust manifolds and Expreme straight front pipe into an A'pexi N1 ExTi single outlet, 80mm exhaust.
Making sure the power actually makes it to the ground is the job of ACT's Xtreme street disc clutch and pressure plate. The company also supplied a lightweight chromoly flywheel to lighten the rotating mass. Finally, a clutch-type two-way LSD from Tomei, the Technical Trax, regulates power to the rear wheels.
Giant AP Racing 14.25-inch, six piston brakes up front and 13-inch, four-piston brakes out back haul things to a stop and look the part on the show floor. They're fitted with Mintex Xtreme pads and Goodrich stainless steel lines in case the car makes it to the Time Attack circuit in the future.
The fact that we took a perverse pleasure in watching Tsuneishi sweat to prove his skills is just terrible. But in the end, it can't be argued that he pulled it off-and we're lucky to have him on board. We hope to turn some heads at SEMA, but for now the only awards Tsuneishi has won are the lack of sleep award and most stress on the job award.