Scott Chapman (scotty-2-forty) 1996 Nissan 240sx
Suspension/Tires/Wheels
– BFG G-Force T/A Drag Radials, 275/35 R18 (rear)
– Kuhmo Ecsta KU19, 245/35 R18 (front)
– Volk Racing GT7 rims
– Tein HA coilovers
– Tein pillow ball upper mounts
– Tein front adjustable camber plates
– Whiteline rear sub-frame bushings
– Whiteline F/R control arm bushings
– Cusco OS front strut tower bar
Drivetrain/Cooling/Exhaust/Fuel Control
– EMS 8860 stand alone EMS
– KA2.4 Block honed & balanced (w/crank, pistons, rods, flywheel & pressure plate)
– Head race port/polish and gasket match
– Head cryo-treated
– JWT cams (.390L/275D)
– JWT adjustable cam sprockets
– Chrome-silicone dual valve springs w/ titanium retainers & custom seat locators
– REV Stainless steel valves (oversized intakes)
– Valve cover, polished
– Cometic HP multi-layer metal head gasket
– ARP Head studs
– ARP Main studs
– Pauter forged rods
– CP pistons (8.5:1), Wiseco rings
– Top Line rod and main bearings
– Shimmed oil pressure regulator
– GReddy T67 compressor w/Mitsubishi 25G backhousing
– Blitz blow-off valve (cold side)
– HKS blow-off valve (hot side)
– HKS race wastegate
– Custom piping silver ceramic coated
– Custom down pipe, hightemp black ceramic coated
– Custom equal length exhaust manifold, hightemp black ceramic coated
– Custom large FM intercooler w/modified endtanks
– Koyo aluminum radiator
– Port/polish intake manifold
– K&N cone filter
– GReddy oil catch can
– Custom fuel rail
– High-pressure SS braided fuel lines
– Custom fuel injectors
– 300ZX turbo fuel pump
– Aeromotive fuel filter
– SX fuel pressure regulator w/FP gauge
– ACT Xtreme pressure plate
– JUN chromoly flywheel
– Custom 4 puck ceramic “double-sprung” hub clutch disc
– Infiniti J30 VLSD
– APEXi GT Spec stainless steel cat-back (95mm mandrel bent)
Safety
– Goodridge stainless steel brake lines
– Taylor SS battery relocation kit
– 10lb SafeCraft halon fire system
– RCI transmission blanket
– Lakewood driveshaft loop
Exterior
– 98 240SX side skirts
– 98 240SX tail lamp assembly
– Stripped decklid badging
– Cut out crosshair in center of front bumper cover
Interior/Gages
– Autometer Phantom boost
– Autometer Phantom air/fuel ratio
– Autometer Phantom exhaust temp
– Autometer Phantom oil temp
– Autometer Phantom oil pressure
– GReddy full auto turbo timer
– GReddy PRofec Type-S boost controller
– Autometer dual A-pillar pod
– Custom 2 pod gauge bezel below head unit
– B&M T-shift knob
– MOMO Millennium steering wheel
– MOMO Grand Prix pedals
– MOMO real leather shift boot
– Katzkin leather interior w/matching door inserts; dark graphite w/pearl centers
Future Mods
– 6 point stealth roll cage
– Big brake kit
I first purchased my 240SX back in August of 2002 after finding it on a CarMax lot. It was a bone stock 1996 Nissan 240SX SE in pearl white and immaculantly untouched. It was a good deal, a good car, good on gas, a RWD four-banger and I needed to downscale. So I traded my ’98 Dodge 3500 since my work with it was done.
My first modifications to any vehicle are usually the balance of wheel/tire and ride height. Well, it didn’t take long after that to figure there was a lot of other potential to be had. After some research, I learned a lot of people were swapping out this retuned “truck” motor for the Jap spec SR20DET. Not being a fan of sacrificing displacement in lue of performance, I began my quest to boost the KA24DE. A friend of mine already had a lot of experience with 240’s and their 2.4 liter engine and custom built a turbo system utilizing a GReddy T67 at the helm that was perfect for my intended goal.
After my buddy blew up his KA at the track due to a high boost spike on a stock bottom, he then wanted to swap his engine for the RB25. So we struck a deal and I located the RB in trade for the KA setup. In my old race shop, I rebuilt my short-block to handle the higher boost that killed his motor. With Pauter forged rods, CP pistons and phenomenal head porting, the power had been unleashed. After a lot of trial an error, I ended up with a very reliable high performance street car that was dyno’d at over 500whp, with just under that in torque at 26lbs of boost. The best part of the whole dyno experience was when the surrounding warehouse employees showed up and one exclaimed, “That thing sounds like a superbike on steroids!”
To this day, I have kept this car in showroom condition, showing little if any signs of age with the original paint and interior. I upgraded the seats from the factory cloth to a custom two-toned leather with matching door inserts from Katzkin Leathers. NICO has been an incredible source of information sharing throughout the time I was building up this car. As evolution continued from the beginning using a Jim Wolf Tech ECU upgrade, I moved to the GReddy e-Manage to the now stand-alone Engine Management Systems ECU for full engine tunability. My future plans include a stealth 6-point roll cage, installing my Simpson 5-point harnesses, and a larger more efficient braking system. As with any performance nut, it will never be complete! Please feel free to check out a lot more details at http://www2.cardomain.com/ride/3828985 . I try to keep it updated, so check back often.
Keep it safe people in that whatever style of driving you desire; please take it to the track!
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