Roger: We think [the twin turbo set-up] will build us more power. Being a V-6, we're going with one turbo on each bank. So, we think we can blow the turbos and get a more consistent boost from both sides that way. For a more accurate control of the boost, we're looking at some pretty special stuff here. Basically, there is some experience with making a lot of power with an NSX motor, but it's really a fresh sheet of paper. We're asking a lot of these motors, but we think we can pull this off. And the intake manifold, of course, we have to control pressures so we have to have the custom manifold, the custom blow-off valve.
The Chassis
Gary: Well, it's an SFI 25-1C spec car, as far as SFI certification, it's based around a Pro Stock-type car. Wheelbase is 109 inches. It's got Lamb electric shocks in the rear. It's got Lamb struts in the front. It's got Lexan all the way through the windows, of course. It's got carbon-fiber body panels. We had a body made off a stock NSX and we stretched it and moved it. We had stretched it in the back. We had to do a lot of stretching to accommodate the tire.
Parameters were making it safe and making the 25-1C so it can go faster than 7.50 because he plans on hitting low 7s and high 6s. That's why it's based around a Pro Stock-type chassis. As far as dimensions and thickness of metal, we've moved the motor back quite a ways just to get the rear weight, if we wanted. And we also want to be able to put weight up front. We've got weight tabs in quite a few areas, just to be able to move weight around to get the percentages and the biases right as far as going down the track correctly.
Adam: The car is going to weigh in at 2,000 pounds with me in it. With the ballast, it'll probably come in at around 2,100. As far as components, Hansen Race Cars tried to get as much technology that's been proven already by cars that are going extremely fast. It's running Lamb struts front and back, it's got carbon-fiber brakes in the rear, titanium bell housing. It's got a special G-Force transmission, magnesium case, titanium shifter. It's basically the same layout that's been proven by Warren Johnson. We run a full-titanium rear housing, Mark Williams third member, titanium yoke, titanium spool, gun-drilled axle. And the body is 100-percent carbon fiber.
The interior was kind of an interesting deal because traditionally built-to-spec race cars run aluminum tin work. So, they worked with me to use a combination of carbon fiber and aluminum. Gary even went so far as to replicate the NSX dash out of carbon fiber. The wheels are custom-made by Enkei. They're spun aluminum barrel, the centers are billet aluminum, and they're held together by titanium bolts. Of course, Nitto is developing its own specific slick for the car. We hope to begin testing at the end of January or the beginning of February.
Fast Facts
Owner: Adam Saruwatari
Hometown: Arroyo Grande, CA
Daily Grind: Farmer and racer
Ride: '01 Acura NSX
Under The Hood: 3.2L DOHC V-6 (balanced and blueprinted); Wiseco custom 8.0:1 compression ratio pistons and piston rings; AEM custom billet 4340 rods; custom cylinder heads by Alan Johnson; Eibach custom VTEC valvesprings; custom Hendrix Machine and Tool intake manifold; MoTec M800 fuel injection system, CD1/8 ignition, and boost controller; RC Engineering custom 160 lb/hr injectors; SX fuel regulator; Weldon fuel pump; Hendrix Machine and Tool custom fuel rail, intake, and cam gears; DC Sports custom exhaust and headers; Tial custom turbocharger and custom blow-off valve and LeMans wastegate; Hendrix Machine and Tool oil pan; NSA valve cover; Fluidyne radiator; G-Force transmission and shifter; gun-drilled axles by Mark Williams; titanium spool; Hendrix Machine and Tool custom drag clutch
Stiff Stuff: Chassis built by Hansen Race Cars, Eibach ERS springs, Lamb adjustable Pro Stock struts in front and Electronic double adjustable rear shocks, Hansen Race Cars custom rear stabilizer bar