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Sport Compact Car/Super Street Time Attack Challenge - Track Test

The first time attack event in America

Aug 1, 2004
0408_sccp_01_z+1993_mazda_rx7+riding Photo 1/1   |   Sport Compact Car/Super Street Time Attack Challenge - Track Test

Dawn cut through the chilled, cloudless desert morning bringing warmth and movement to the Motel 6 parking lot in Buttonwillow, Calif. Condensed breath and exhaust vapor rose from the collection of extreme street cars and their sleepless stewards. Cars had driven from as far as Texas to compete in the inaugural SCC/SS Time Attack Challenge, and competitors regarded each others' finery with respectful, distant eyes.

Some trends from Japan, like digital pets, are perhaps not so great. Others, like drifting and time attack, we like. The premise of time attack is that street-car-based vehicles on "street" tires attempt to turn the single fastest lap on a given track, period. Most established Japanese tuners field at least one time attack car; popular magazines and videos sponsor contests. To win a time attack challenge, there's no half-assing any part of the car. The drivetrain must be as well developed as the suspension.

Our chosen track was the 2.68-mile configuration #13 clockwise at Buttonwillow Raceway in the Central Valley of California. This track is technical and demanding, and is defined neither as a horsepower or a handling course. Plus, the weather there is always 75 degrees and sunny.

For the first such event in the United States, we left the rules fairly open, the most important being "No whining." Cars were separated into two groups, limited and unlimited, before being broken down further into front-wheel-drive, rear-wheel-drive and all-wheel-drive categories.

The general eligibility requirements for time attack were as follows:* All vehicles must use tires that are legal for use on all public roadways in either the United States, Japan or the European Union * No pushrods* No flat-six engines * No engines with more than eight cylinders* Vehicles must be built from a model originally produced for legal street use* Vehicles must have a silhouette that is largely faithful to the original* The entire floorpan must be in place

Limited Class cars must have had current tags and registration, glass windows, and to prove they were indeed capable of street use, they had to meet 15 miles from the track at the Motel 6 on race day morning to caravan to the track. Limited Class cars also had to meet the basic safety requirements for street cars as defined by the National Auto Sport Association.

Unlimited Class cars must have met the above general requirements, but the class was otherwise "run what ya brung." Safety requirements were more stringent, however. The National Auto Sport Association safety regulations for racecars, including a cage, proper racing attire, etc.

Team jackets and matching shirts segregated the sea of bodies that amassed in the driver's meeting. At stake were bragging rights, pure and simple. Thirty-nine competitors were on hand to prove their might or meagerness, and Trump-worthy egos, chat room battles and tuner rivalries were about to play out. Ryan Flaherty, the national chairman of NASA, officiated all timing and scoring, and did a stellar job of scaring the competitors into driving an incident-free day.

Our "gaijin" time attack gave competitors a bit more breathing room than the Japanese equivalent. We made sure plenty of time was earmarked for learning, people blowing stuff up, and us cleaning up blown-up stuff.

Immediately following the driver's meeting was an hour-long open practice session. We used these times to break the cars into three run groups, depending on recorded lap times. Each run group was given four 20-minute timed sessions and just the fastest laps out of 80 minutes of track time were counted. Each car was fitted with an AMB transponder, the same system used at the 24 Hours of Le Mans, which records each and every lap.

Epic BattlesNothing short of a huge cash purse can push drivers to go faster, or make more errors, than healthy on-track rivalry. It's good for racing and good for the fans, and luckily, requires nothing more than ego. The following battles were favorites with trackside critics.

Integra Vs. SentraBernardo Martinez, a local front-drive circuit guru, was singular in his aim: to set the fastest front-wheel-drive time, period. He came well armed, packing an Unlimited FWD Class, 300-hp, blown K24, VTEC-powered, four-door Integra owned by Hasport and campaigned in NASA's Honda Challenge. The engine was assembled by Eric Valdez of Street Image, and uses a stock K24 bottom end with RSX Type-S head fitted with a Jackson Racing supercharger. Hasport mounts were modified to move the engine back in the engine compartment for better weight distribution. berexpensive and bitchin' Tein N1s with hefty 1,000-pound springs in the front and 1,200-pound springs in the rear keep Hoosiers, 225mm wide in the front, 205mm in the rear, smashed into the racing line. The racing line, incidentally, consumed three sets of brand-new Hoosiers on the front.

Martinez was seen between rounds taking a minor amount of camber out of one corner of the car, as his Honda was dragging a tire through Talladega, a triple-digit sweeper. When combined with talent, that kind of neurotic attention to setup bags championships.

In the other corner, we had the Unlimited FWD Class SE-R Cup Sentra owned by Jeff Naeyert and piloted by Ryan Flaherty. Jeff's Sentra is one of the nicest SE-R racecars around, making it a nice Sentra. It features a cage Jeff built himself and a homemade intercooler using a Griffin core. Jeff even made the bumper-exit exhaust and wastegate dump tube.

The turbo setup uses a Pulsar GTi-R exhaust manifold, to which is attached a Garrett GT3037 ball-bearing turbo, and a Tial wastegate. This custom turbo setup pressurizes a completely stock $275 junkyard SR20DE. Worse, in fact than stock; two days prior, Jeff had over-revved the car, scattering shims and pads in the valvetrain that were never recovered, just replaced. Jeff estimates that, with 6 psi of boost,the car makes 230 wheel hp. The only other really trick item is a set of PAR straight-cut gears, which better handle the turbo power, and are so trick the car pops out of gear with regularity.

Wasting no time, Bernardo went to work early in the morning laying down blistering lap times. Ryan went out for a session in the Sentra after lunch, to be told he was off Bernardo's pace by just 1.5 seconds.

"Hoosiers have to be worth at least a second," Flaherty figured. The Battle of the Econo Crapbox-Driving Egos thus began. Prancing with joy, owner Naeyert sprinted to the tire barn to find the largest slabs of rubber they could squeeze in the Sentra's front fenders. Four hundred and forty dollars later, 245/40-17 Hoosiers were on the front of the car just minutes before the fourth and final session of the day. With endless ribbing at stake should a lowly Sentra beat a blown, built, developed and well set up Honda Challenge car, both men approached the last session with the levity reserved for tax audits. Both men pushed hard enough to spin, but not before Flaherty recorded a 1:59.3, just over half a second behind Martinez's winning time.

Flaherty added, "If I had known this car would actually have been a contender, I would have set this baby up. It was awful. Between crappy brakes and suspension setup, there are at least four more seconds in there."

NSX vs. Sentra In the "Things That Shouldn't Happen" category reside such outrages as losing the popular vote but winning the presidency, Enrique Iglesias going platinum, and a Sentra passing an NSX on the front straight. Buttonwillow isn't the greatest track for viewing, with much of the track obscured from the pits, so the crowds gather along the pit wall to watch action on the front straight, where the chat room children lined up to fill their ammo bag.

Appearing for another epic battle, the little Sentra that could went on track in the third session of the day behind the Science of Speed Limited RWD Class '92 NSX. There's little on this white exotic that doesn't induce envy in any car nut, from tech pundits to show weenies. The car serves as a rolling catalog of Science of Speed's products and services, and was universally acclaimed for its mellifluous exhaust tone and general presence, on and off the track.

The aluminum-bodied, mid-engine NSX looks pretty trick to begin with, but Science of Speed grafted on a carbon-fiber/Nomex honeycomb widebody kit from Cantrell Concepts, installed headlights from an '02 NSX-R, and slid a tray and diffuser under the car. The engine received "Stage 2" treatment, meaning the block was punched out to 3.3 liters, filled with forged 11.0:1 pistons, and its heads ported before being filled with larger valves, stiffer springs and healthy cams. These modifications are good for a claimed 345 wheel hp. Big-time bling Science of Speed/Moton dampers and Science of Speed adjustable anti-roll bars with non-compliance beam and toe-link bushings combine to make the NSX fast and, most importantly, predictable.

Flaherty figured he'd stick with the NSX as long as possible before it walked away, leaving plenty of open track to turn a fast lap. By the end of the first lap, however, the NSX had yet to shake the Sentra. The last turn was taken head to tail, the Sentra just trailing as they blew onto the straight. This made for a very public drag race, with the Sentra leading and on the inside line by Turn One. After laying down the pass, Flaherty implored the NSX pilot to "look at the science in this bucket!" At the end of the day, each car's best lap times proved the showdown wasn't a fluke, the SE-R turning a 1:59.3 to the NSX's 2:01.2.

Blowed Up StuffWith this much over-boosted, hastily assembled machinery whipping around the track, we expected copious mechanical carnage. Only five of 39 cars, however, experienced event-ending failures, and most of these occurred at the beginning of the day.

Our favorite Unlimited FWD Class Suzuki Swift, campaigned in a road racing series in Mexico by Jason Steinhart, had just administered a whoopin' south of the border two days prior. One-point-three liters of T3-turbocharged fury make a claimed 250 hp at 10 psi, and more than 300 at 20 psi, and trick items like S2000 front brakes and custom short gears help this featherweight do what no Swift was ever designed to do. What isn't there to like? A big hole in the number four piston during the morning session, which sucked.

Skunk2's touring car-style Unlimited FWD Class Civic Si arrived with high hopes, a fresh engine, mucho engineering and a professional Michelin test driver. In the second session, however, the car experienced a spun bearing and posted a best lap time of 2:12.9 seconds, about 10 seconds off the time they set in testing.

Eric and Marc Kozeluh from Twins Turbo showed up to trump the Signal Skyline with an exquisite silver turbo Supra with enough firepower to invoke a weapons non-proliferation treaty. How does one fit 18x13-inch Kinesis wheels swaddled in 335mm Toyo race rubber under a car? A huge widebody kit from Extreme Dimensions that you chop to make 4 inches wider. A tremendous number of items, like an exhaust manifold with 22-inch runners and the undertray and ducting were produced in house.

The twins tell us 840 or so wheel hp, at 24 psi, huff through twin ball-bearing Innovative T3/T4s pressurizing an engine with more aftermarket parts than Janet Jackson. From Penske dampers to a Motec M800 to the Stoptech brakes, this Supra brought everything required for domination except a tough enough front main seal. Thereafter, one bystander declared it "the world's most gorgeous coffee table."

We know that Chen's ubiquitous yellow Limited RWD class 350Z is fast from its performance in our Ultimate Street Car Challenge. Part of the reason Chen, owner of Axis wheels, is successful is because he knows to pay other people to do what they do best. Chen contracted Samuel Hubinette, a Swedish rally wiz, Skip Barber instructor, and driver for the factory Viper drift team to pilot his two rides (he also brought his Ferrari 360 Modena F1). The 350Z being professionally pounded resulted with an engine compartment painted with boiled-over coolant and supercharger oil, but not before Hubinette knocked off a 2:02.

Never Say DieIt's unfortunately fitting that we write about Mani Jayasinghe in the "never say die" portion of our coverage. Mani, who has also competed in past USCC events, showed up to the time attack with a 2JZ #7 recently installed in his redder-than-red Limited RWD Class Supra. How Mani has managed to pop six of the most robust engines ever built is beyond us, but then on one of his first laps out, he came close to making it seven.

A result of yet another stretch of sleepless nights swapping engines, a coolant hose was improperly tightened, puking coolant mid lap. "Easy fix," Mani figured as he coasted into the pits. Several knuckles later, the Supra was ready to go, except now the battery was dying. The irreplaceable-in-the-desert Supra alternator was dead. A big, single-turbo'ed Supra making stupid power uses gigawatts to light off all that fuel, so Mani's perhaps-not-so-safe solution was to wire several batteries in a series, securing them with tie-downs and charging them between run groups. He got three laps between charges; one warm up, a fast lap and one cool-down lap. Hard-core. Not smart, perhaps, but hard-core.

Previously featured in our magazine, David Vespremi's Limited RWD Class MR2 was back with more power, more carbon and a whole lot more wing. It turns out turbocharged cars need a sealed system to make horsepower-birthing pressure, and a torn wastegate diaphragm releases pressure like Coleman after a goat burrito.

Not having completed a full lap, Vespremi went to work pumping the phones to find a replacement. He eventually found one in Orange County, about 2.5 hours away, and paid a random person to bring it up. It arrived 15 minutes too late.

Nic Wong, another past USCC competitor, along with Sean Morris slaved the week before the event to find your garden-variety RB26DETT to fill the hole under the hood of his R32 Skyline. And they found one. After installing it, however, they fired it up and realized they had found one with rod knock. Just to prove how badly they wanted to be there, they trailered the car up nonetheless.

The "Never Say Die" trophy went to Hasport, which replaced the built K20 (with another K20) in its Limited FWD Class EK Civic after we did a good job of blowing it up a couple of days prior. Then, the night before the event, techs realized the turbo bearing was bad. They found another, differently sized turbo at 10 p.m., only to discover at the track that the fueling map wasn't happy with all the new compression and differently sized turbo. AEM-sponsored drag racer Stephan Papadakis, competing in his Limited FWD Class street beater Integra, happened to have his laptop with him, which held a new base map they plugged into the EMS. The car was tuned driving around the pits and made it back out for the last session of the day and claimed a second-in-class time.

USA Vs. JapanHoping for an American car to win the time attack would be like betting on the Jamaican bobsled team their first year out. Not only did Signal Auto have years of time attack experience, but it showed up with a heavily modified Unlimited AWD Class Skyline GT-R, which has an ATTESSA ideal for metering lots of power out of Buttonwillow's many tight turns.

All but one of the time attack cars were built outside the United States. The "no-pushrod" rule essentially disqualified anything American and RWD but the modular-V8 Ford Mustang Cobra. And we had one. Brian Border brought his tweaked suspension, supercharged 450-plus wheel hp Limited RWD Class Cobra to the party, but suffered some setup issues that held him to a 2:05.1.

The peanut gallery was not very impressed with Tarzan's first laps out in the garish Signal Auto Skyline GT-R. "2:17? 2:11? He's not even pushing hard, except for a couple of laps." They were right. As an experienced time attacker, Tarzan employed something called strategy. Learn the track, bring yourself and your car up to speed, and then blow everything else out of the water.

The Skyline's T04R snapped the shaft at the beginning of the third session, meaning Tarzan was over three seconds faster than anything else with just two session's worth of experience at Buttonwillow. We can only imagine what would have happened with another two.

The Skyline is not even Signal's dedicated time attack car, which is an EVO VIII, but a show/drag/circuit car. In fact, this R34 recently clipped off an 8.7-second quarter mile on street-legal tires to win a shootout in Japan. Leaving the oh-so-four-years-ago paint scheme alone, this is perhaps the only show car we've ever seen whose stairway-to-heaven GT wing is actually called for.

The GT-R is a rolling arsenal of race parts. From six-pot brakes to the Hollinger six-speed sequential tranny, not much street car remains. In fact, the only fabric we could find anywhere in the car was on the Bride bucket. With the help of a trust stroker kit, engine displacement is up to 2700cc. This slight increase in displacement still allows for a good rod ratio. Three Bosch fuel pumps supply six Sard 1000cc injectors, controlled by an HKS F-Con VPRO engine management system. A big, huffing HKS non-ball-bearing T04R turbo sits on a tubular exhaust manifold also from HKS.

Handling all that Skyline heft are a set of Tanabe Sustec Pro coil-overs, along with a host of Tanabe braces that shore up what the massive cage doesn't. Stopping that heft are Biggie-sized Alcon six-piston calipers on two-piece rotors in the front, and Alcon four-piston calipers in the rear. RAYS GT-C wheels, 18 inches in diameter, stretch the key ingredient to this dynamic soup, massive, sticky super soft compound 275/35-18 Yokohama AO32R tires.

Tarzan loved Buttonwillow, saying it "had great high-speed sections... Magic Mountain was like the corkscrew at Laguna Seca." He was so enthused by his success at this event, in fact, that he wants to locate and beat the production car records at every track in the United States, perhaps with the Signal Auto EVO 8.

FWD Disadvantage?Colin Chapman and conventional wisdom insist, after a heady discussion of vehicle dynamics, that front-wheel drive sucks. To a degree, both are right. Cars will hover before you see a front-wheel drive car win at the highest levels of motorsport. With two wheels doing the driving, steering, braking and blinging, those little suckers are overworked.

In the real world, however, and it seems, for street-based track cars, front-wheel drive ain't so bad. In fact, the fourth and fifth fastest cars, out of 35 running competitors, are front drivers. While both of these are Unlimited Class cars, there's nothing about them, other than cages and loud exhausts, that would prevent them from being street driven. And consider the cars they laid the smack down on: every Supra, both NSXs and five out of the six EVOs. To be fair, guys who know Buttonwillow better than their own driveways drove both front drivers, but lap times are lap times.

Trap SpeedUsing trap speed as a measure of a car's straight-line thrust might be misleading, because the speed you have at the end of the straight is a direct result of how much speed you carried onto it. Therefore, when a car like the Limited FWD Class Road/Race Engineering (RRE) Mitsubishi Mirage, with one of the lower cornering speeds of any car present, still manages some of the fastest trap speeds, it means it's got a whole lot of motor.

RRE owner Mike Welch bought this Mitsubishi Mirage Turbo as a daily driver for $600, which included delivery from San Diego. Factory delivered with a 1.6-liter 4G61, 4G63 Eclipse power is an engine swap away. Big power comes from a www.4G63.com-built 4G with 9.0:1 compression JE pistons atop Eagle rods, an EVO III exhaust manifold, Forced Performance FP-30/52 turbo, Tial 40mm external wastegate, a catalog of RRE induction and exhaust piping, RRE front-mount intercooler, an AEM EMS and GReddy 660cc injectors.

Horsepower? About 500 wheel hp at 30 psi on race gas (and 350 on pump gas, which still spins the tires through third gear), applied through a built 1G Eclipse FWD trans and Quaife diff rotating 205/50-15 Toyo RA-1s. For time attack, Mike pulled off his street Konis and dropped in the JIC FLT-A2 15-way adjustable coil-overs from the RRE FWD Eclipse racecar.

Mirage driver John Mueller warned us in the morning "You might want to take pics of this car soon, because we left the pin at home." Crushing trap speeds and repeated sightings of the little box chasing down Ferraris and Supras on the straights evidenced this fact. In fact, it was clocked on the front straight at 121 mph, or .2 mph faster than the Limited AWD-winning Sparco EVO, which turned a best lap 8.6 seconds faster than the Mirage's best. Bigger brakes and a lot more tire would expand this washing machine's playbook beyond straight line butchering.

There unfortunately weren't any 125-hp ITA CRX "momentum" cars on hand to illustrate low trap speeds but decent lap times. On this day, well-reined power reigned. The fastest trap speed, unsurprisingly, belonged to the Signal Skyline, which punched a 132.5 mph hole though the atmosphere. At the other end of the spectrum was John Thawley's Limited FWD Class LS/VTEC powered Civic, which knocked off a face-ripping 98.3 mph.

Off The Shelf Vs. Custom EverythingTime attack was a rolling SEMA show, a real-world proving ground for a bevy of aftermarket parts. Some people made do with using mostly O.E. parts, others with off-the-shelf aftermarket parts, and some took it upon themselves to make everything one-off.

Shaun Kasperowicz's Unlimited FWD Class CRX, which is driven by Tommy Liang and campaigned in NASA's Honda Challenge, is a prime example of a seriously fast car using many stock parts. Series rules specify stock Honda parts in the bottom end build. The head can only be ported and polished.

Joe Alaniz of Alaniz Competition put together a "mild" LS/VTEC combination that makes around 230 wheel hp and propelled the little EF to a smoking 2:01.5. Joe selected a GS-R crank rotated by Civic Type-R pistons perched on GS-R rods for a 12.1:1 compression ratio. The head received Joe's coveted port and polish and was fitted with Alaniz titanium retainers and Skunk2 cams. Other stock Honda engine parts include an Integra Type R intake manifold and S2000 throttle body. An Integra Type R also offered up its five-speed transmission, which was fitted with a shorter ATS final drive and limited-slip differential.

The suspension uses rather unexotic shortened Koni dampers with Eibach race springs, a Skunk2 rear lower tie-bar and rear Suspension Techniques anti-roll bar. A 1990 Civic EX donated its front brakes, which are fed fluid by an Integra Type R master cylinder and brake booster.

At the other end of the spectrum was John Hotchkis, owner of Hotchkis Suspension, who showed up with one of the baddest front-wheel drive cars around, his Unlimited FWD Class '02 Celica. Its chrome-moly cage is more impressive than those seen in most touring cars, and the car features enough aerospace quality mechanical and electrical fittings to outfit a small military.

Forced induction comes via a Magnacharger supercharger, attached to a custom intake manifold, which features an integral air/water intercooler by Toyota's Motorsports Technical Center, who also handled the custom fuel rail. More trick parts: Sleeved TRD block, Oliver titanium connecting rods, JE 8.7:1 pistons, dry-sump oiling system, Hotchkis-fabricated thin-wall stainless exhaust, Motec M800 engine management, Quaife differential, Hotchkis everything suspension-related, TRD/Stoptech front brakes, SSR GT7 forged wheels and 235/40-17 Yokohama AO32Rs.

From a financial perspective, this car probably has more invested in fittings than Kasperowicz does in the entire CRX. Hotchkis ran extremely consistent 2 minute laps all day, with a best of 2:00.4. While just a second faster than Tommy's time and two seconds off the class-winning time, this car is a tasty stew of trick, well-chosen parts and proper setup. John promised to show up to the next time attack with "nitro, nitrous, toluene, benzene, tire warmers, a seven post shaker rig, computer simulations and anything else needed to conquer the Unlimited FWD Class." We believe him.

TiresIn writing the rules, we had to leave tire selection fairly open so the Japanese teams could bring the tires on which their cars are set up. We assumed the Japanese super soft compound tires, designed specifically for this kind of event, and mounted on both cars driven by Tarzan Yamada, would provide a significant competitive advantage.

We were wrong.

Judging by the rapid wear of Hoosiers we witnessed during the course of the day, Hoosiers, in terms of wear, are a considerably less realistic street tire than even the Japanese ringer rubber mounted on Tarzan's Skyline.

Plus the Hoosiers, which were used by the majority of competitors, turned out to be a bit stickier. The vulcanized equivalent of crack, Hoosiers were mounted on five out of the six top performers. That said, the seventh-place Supra was running perhaps the most streetable R-compound tire on the market, the Michelin Pilot Sport Cup.

ClosingThe solo performances of time attack are like automotive fireworks, burning fast and hot. Screaming laps are exciting, ephemeral and gone, relived only in memories of sonic assault and flashes of color.

Glen Kawano, who drove his Unlimited FWD Class ex-DC Sports World Challenge Type R, told a fellow competitor, "This is the coolest event ever, and we get to be a part of it." The coolness of the equipment on hand was undeniable, and everyone did a great job of keeping it safe, fast and impressive.

There were so many "if onlys" in the inaugural Time Attack that the competition next time will be better prepared, more heavily invested and almost certainly less rested than they were this time. Call us patriotic, but we'd like to see the next cup stay in the States. Start tweaking, brothers and sisters.

We thank Ryan Flaherty of NASA for his help and expertise handling timing and scoring for the event. In addition to wheel-to-wheel racing, NASA offers High-Performance Driving Events, which allow drivers to expand their driving prowess and push their street cars at tracks all around the country. For more information, go to www.drivenasa.com

Sport Compact Car/Super Street Time Attack Results
Car Team/Owner Class Driver Best Lap
'98 {{{Nissan}}} Skyline {{{GT}}}-R Signal Auto Unlimited All-Wheel Drive Tarzan Yamada 01:54.2
'99 {{{Ferrari}}} 360 Axis Wheels Limited Rear-Wheel Drive Samuel Hubinette 01:{{{57}}}.6
'03 {{{Mitsubishi}}} EVO VIII Sparco USA Limited All-Wheel Drive Emile Bouret 01:57.9
'95 {{{Acura Integra}}} Hasport Unlimited Front-Wheel Drive Bernardo Martinez 01:58.7
'94 {{{Nissan Sentra}}} SE-R Team Buckfang Unlimited Front-Wheel Drive Ryan Flaherty 01:59.3
'04 {{{Subaru}}} WRX STi World One Performance Limited All-Wheel Drive Gary Sheehan 02:00.4
'97 {{{Toyota Supra}}} Matt Andrews Limited Rear-Wheel Drive Samuel Hubinette 02:00.4
'02 {{{Toyota Celica}}} Hotchkis Performance Unlimited Front-Wheel Drive John Hotchkis 02:00.4
'03 Mitsubishi EVO VIII Buschur Racing Limited All-Wheel Drive Robert Fulle 02:00.6
'92 {{{Acura NSX}}} Science of Speed Limited Rear-Wheel Drive Andrie Hartanto 02:01.2
'88 {{{Honda CRX}}} Hybrids Racing Unlimited Front-Wheel Drive Tommy Liang 02:01.5
'03 Mitsubishi EVO VIII XS Engineering Limited All-Wheel Drive Tarzan Yamada 02:01.6
'94 {{{Toyota}}} Supra Twins Turbo Limited Rear-Wheel Drive Terry Robuck 02:01.6
'03 {{{Nissan 350Z}}} Axis Wheels Limited Rear-Wheel Drive Samuel Hubinette 02:02.1
'94 Toyota Supra Mani Jayasinghe Limited Rear-Wheel Drive Mani Jayasinghe 02:02.4
'93 {{{Honda Civic}}} Endless Racing Limited Front-Wheel Drive Tsuyoshi Higashi 02:02.7
'03 Mitsubishi EVO VIII Works Performance Limited All-Wheel Drive Wayne Mello 02:03.1
'{{{90}}} {{{Nissan 240SX}}} Ziel Motorsports Unlimited Rear-Wheel Drive Brian Norris 02:03.2
'01 {{{Lotus Exige}}} Prototype Racing Unlimited Rear-Wheel Drive David Karner 02:03.3
'91 {{{Acura}}} {{{NSX}}} Comptech Limited Rear-Wheel Drive Kristofer Olson 02:03.7
'98 Acura {{{Integra}}} Type R Michelangelo/Glen Kawano Unlimited Front-Wheel Drive Glen Kawano 02:03.9
'98 Acura Integra Type R Raceline Limited Front-Wheel Drive Elton Lo 02:04.0
'97 Toyota Supra Twins Turbo Limited Rear-Wheel Drive N/A 02:04.8
'03 {{{Ford Mustang}}} Cobra Brian Border Limited Rear-Wheel Drive Brian Border 02:05.1
'98 {{{Civic}}} DX Hasport Limited Front-Wheel Drive Bernardo Martinez 02:05.9
'89 {{{Mitsubishi Mirage}}} Road/Race Engineering Limited All-Wheel Drive John Mueller 02:07.3
'01 {{{Honda S2000}}} TECH2 Limited Rear-Wheel Drive Andrew Monterrubio 02:07.5
'93 {{{Mazda RX-7}}} Brian Havins Limited Rear-Wheel Drive Brian Havins 02:07.7
'95 Acura Integra RS Stephan Papadakis Limited Front-Wheel Drive Stephan Papadakis 02:08.0
'03 Mitsubishi EVO VIII Road/Race Engineering Limited All-Wheel Drive Robert Tallini 02:02.4
'03 {{{Honda Accord}}} Spoon Sports Unlimited Front-Wheel Drive Tatsuru Ichishima 02:09.6
'91 {{{Honda}}} Civic E. John Thawley III Limited Front-Wheel Drive E. John Thawley III 02:11.9
'03 Honda Civic Si Skunk2 Racing Unlimited Front-Wheel Drive Brian Smith 02:12.9
'95 Mistubishi EVO III Bozz Performance Limited All-Wheel Drive Stan Yee 02:16.6
'93 {{{Toyota MR2}}} Boosted Group Limited Rear-Wheel Drive David Vespremi DNS
'89 {{{Suzuki Swift}}} Jason Steinhart Unlimited Front-Wheel Drive Jason Steinhart DNS
'91 Honda {{{CRX}}} Hybrids Racing Unlimited Front-Wheel Drive Andy Hope DNS
'04 Subaru WRX STi Worx Tuning Limited All-Wheel Drive Andrie Hartanto DNS

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