Before we begin this month's automotive duel, we should admit a bias: We like the 370Z better. By the numbers, it's better than its predecessor in every regard. Output is up 26 hp and 2 lb-ft of torque, with more of everything throughout the entire rev range; curb weight is down by 61 pounds. The 370 is 0.6 inches lower, 2.6 inches shorter, 1.3 inches wider, has a tighter turning radius, yet has more leg-, hip-, head- and shoulder room than the 350. Fuel efficiency has increased; NVH has decreased. Chassis rigidity has drastically improved, steering is much more responsive, and turn-in is better. And then there's the SynchroRev Match feature Carter loves so much-even those of us without a heel-toe handicap agree: it's endlessly enjoyable and has no drawback. It causes no parasitic drivetrain loss and if you don't like it, it goes away with the push of a button.
But the "370" designation that represents the new model is only half the reason we like it. It's still a Z, and as such, continues Japan's original sportscar lineage, and remains faithful to "sport compact" classification. Where so many OEs have introduced a sport compact model solely as a kick-off point for growing a brand into a comfortable, luxurious addition to the consumer commuter market, Nissan's Z has put performance first for 51 years. Beginning with the 1959 release of the Datsun S211 Fairlady/Sports roadster, the line has grown more potent at each of its 11 steps toward the modern day. Like many Japanese sportscars, early models mimicked popular British and Italian roadsters. But with the debut of the 2000GT in 1967, and introduction of the Z-badged S30 chassis two years later, Japanese performance had officially come into its own right.
We like the 370Z better than the 350Z, but budgets included, the 350 might be our pick to begin a serious performance build. Launched in 2003 after a seven-year hiatus begun with the Z32's USDM exit in 1996 (2000, for the rest of the world), the 350Z was immediately met with aftermarket support and bought up by those with addictions to hard driving. The car holds its value well, but examples that have been modified and/or driven "spiritedly" can be found on used car lots for under $10K-a bargain considering that with a little work, its performance can be made to match or surpass its successor.
The black roadster on these pages began life as a Nissan press car, modified by GT Channel for the sole purpose of being displayed at the 2007 SEMA show. And except for the miscellaneous press function thereafter, it sat in all its show-car splendor inside a dusty warehouse for two years until "Formula D Diaries" contributing drifter Daijiro Yoshihara decided it might make a good time-attack car. "Taro Koki [editor, GT Channel] and I were talking about the car one day," Dai explains, "and he told me there was nothing planned for it, so we got the idea to build it as a time-attack car for the 2009 SEMA show, and shake it down at Super Lap Battle's final-round competition at Buttonwillow right after. I always wanted to learn time-attack driving, but just never had a car for it." He adds. "And the thought of the Z sitting all alone in that warehouse made me sad!"
Dai's first call was to Costa Gialamas, crew chief for Dai's and Rhys Millen's Formula D efforts from '07-'09, including their First/Second finish at the '09 Red Bull Drifting World Championships, and Rhys Millen's '01-'03 rally racing and Pike's Peak international Hill Climb record-setting efforts. The car was brought to his shop, GTI (Gialamas Technical Innovations), in San Clemente, CA, in September, and a plan was hatched to have it in presentable time-attack form by the SEMA show two months later. Step one was to cut weight, which Costa did by removing the car's extended audio equipment (40 pounds), replacing the hood, trunk, doors, fenders, and interior panels with lightweight alternatives from Seibon (150 pounds), ridding the car of its heat and a/c, airbags, all related wiring/plumbing/ducting, and replacing the stock recliners and inertia-reel seatbelts with Sparco seats and six-point harnesses (150 pounds). "USDM Zs didn't come with the 2+2 design the Japanese ones did that included rear seats," Costa explains, "but the sheetmetal reinforcements and mounts for hinges and seatbelts are still there." Removing them, along with harmonic weights mounted at points on the Z's chassis to decrease NVH-a 6x6x6-inch square chunk of steel in the right rear corner of the trunk, another on the front core support, and a smaller one attached to the trans mount-shed another 100 pounds. Class rules allow the use of a roll cage-a good idea in any track-driven roadster-and adding one would improve safety as well as chassis rigidity, allowing more weight to be lost. "The 350Z roadster is loaded with structural reinforcements to compensate for its lack of a roof," explains Costa. "The B- and C-pillar areas of the car have as many as three additional plies of sheetmetal in some places." Another heavy spot is where the roadster's folding roof mounts to the body. "We removed about 200 pounds when we scrapped the roof, folding motor, wiring, and metal chassis reinforcements to hold it all in place," says Costa. The chromoly cage he fabbed for the Z weighs about 150 pounds-a great tradeoff, considering it allowed the car to lose in excess of 500 pounds, while increasing chassis rigidity by an estimated 40 percent.
HKS had a big hand in the original 2007 SEMA debut of the Z, fitting it with its then-new GT Supercharger kit: a planetary-gear-driven centrifugal system offering the low-end power and torque of a Roots-type supercharger, with a top-end range more plentiful than a small(ish) turbocharger. Consisting of a belt-driven GT7040 compressor, the kit was installed and tuned by HKS to boost the Z's peak output by 63.5 whp and 69 lb-ft of torque-less than some competing cars, but with a linear powerband and immediate throttle response other forced induction solutions can't offer. "The supercharger will give greater torque response on and off the throttle, whereas a turbo will have a slight delay in building boost," explains HKS' Jon Kuroyama. "Power is more predictable and controllable, with more direct input from your accelerator pedal, giving the feeling of a much larger engine. The kit also gives a factory OE appearance and requires little to no maintenance." Dai and Costa elected to reinforce the driveline with a Jim Wolf technology twin-disc clutch and flywheel, and OS Giken 1.5-way LSD.
With power production out of the way, Costa and Dai enlisted the help of suspension guru Mike Kojima of MotoIQ.com in setting up the footworks. And here's where the Topple game that is setting up a track car is played; nail the proper relationship of wheel sizing/spring rate/damper valving/sway bar/suspension geometry/alignment, and you'll be the envy of your peers. Miss any one of these and your dreams of track dominance-along with your sanity-will likely come crashing down. Costa and the crew started with the wheels; more grip means more rubber, and if that rubber can be pushed out toward a car's fenders, the added girth will decrease roll. The downside is that doing so will also throw off scrub radii and increase camber gain, but with the adjustable upper control arms from SPL, along with a host of custom-fabricated bits from Costa, most of the drawbacks were negated. "Another problem point was the amount of anti-squat and anti-dive the 350Z has from the factory," explains Kojima. Without getting too technical, anti-squat is a mechanic of the car's control arms that allows more compression of its springs as squat increases, allowing progressive, low-rate springs to be used for increased comfort in daily driving, which compress and stiffen under load from cornering and acceleration. Anti-dive is the same as it applies to the front, under braking. While both are great for stock, street-driven cars, once suspension geometries are modified by lowering a vehicle, and springs are swapped for stiffer, linear replacements (like the 12/14kg/mm front/rear KW coilovers added by the GTI crew), it causes binding and traction loss when it's most needed. The custom bits fabbed up for the 370Z allowed some reduction of these features, "but looking forward, there's a lot more we can do with it, if we decide to switch to Limited class," explains Kojima.
A 32mm Whiteline front and 20mm rear sway bar were also added to further uninhibit squat and unload springs during cornering, while SPL rear spherical bushings and aluminum differential mount bushings, and Whiteline rear subframe bushings, allow the springs and dampers to work free from interference. "Rubber bushings flex and absorb more than urethane or aluminum," explains Costa, "which sacrifices the functionality of suspension components for comfort."
Unlike the 350Z, with its near decade of tuning experience and aftermarket support, the 370Z is an all-new beast. It looks similar to the 350, has a VQ-coded engine and Z badging, but for mechanical intents and purposes, that's where the similarities end. Ours, splayed across these pages, is also on long-term loan from Nissan, contributed so that we, Tein, and Greddy (along with help from Mackin Industries, Falken, Sunline Racing, Spec Clutch, Tees USA, and G-Dimension) could build it for the 2009 SEMA show. On paper, its track debut at Super Lap Battle was to be icing on the cake . . . but ask anyone involved with the project, and that's what we were really after.
Greddy was first to take a crack at it, and over the course of four months from within the confines of their U.S. headquarters in Irvine, CA, used the Z34 to prototype new versions of their Ti-C exhaust system and Tuner Turbo Kit. Consisting of two TD06SH-20G turbos, cast steel manifolds, external wastegates, downpipes, dump tubes, Airinix intakes, intercooler piping, and a Type 29 front-mount intercooler, once tuned with the optional (so as to leave fuel management options open) E-Manage Ultimate and 440cc injectors, low(ish) boost tuning netted 449.5 whp and 344.6 lb-ft of torque on 91-octane pump gas. The Greddy crew speculates up to 850 whp can be had with race gas and proper tuning, and 450 whp with their optional upgraded fuel system we opted for-perfect for a track-prepped street car.
Following Dai's lead, we turned to Eddie Lee and Mackin Industries for a set of TE37s-like Dai's car-in the widest-possible size for the track (and a set of 20-inch Volk G2s for the ladies). We also hit him up for a set of Project Mu Club Racer brakes: billet, forged aluminum six- and four-piston calipers holding PMU pads over 380- and 355mm rotors (front and rear, respectively), with stainless lines and fluid. Whereas the stock 350Z used Brembo brakes throughout its production, the 370Z switched to the Akebono system from the factory. Project Mu's 370Z kit differs from 350Z kits primarily in that a new bracket had to be machined to fit its calipers to the newly designed hubs. Sizing remains similar between the two cars' kits; a product of both sharing similar weight distribution and brake bias. Suspension duties were left entirely up to the crew at Tein, who handled the build-up of our project IS F last year, and whose off-the-shelf Mono Flex 370Z kit had been on the Japanese market shortly before we took loan of our car-Philip Chase, Katsuma Nakai, Ryoh Takizawa, and Jon Lee were itching to test their product on a USDM-spec chassis, especially to note the differences in one with more power and increased grip. "The 350Z and 370Z front/rear multi-link suspensions look similar," remarks Phil, "but they're very different. The lower front mount on the shock side of the 350Z is a fork, while the 370Z's is an eye bolt. Spring rate and damper valving are similar, but even they were engineered from scratch to identify slight differences in each car." Tein usually recommend implementing thicker, aftermarket swaybars for track use, but none were available at the time ours was prepped. And unlike Dai's 350Z, with its near-limitless options for suspension adjustment, adjustable suspension bits weren't available for the 370. "The 370Z's suspension includes bracing and support from the factory the 350Z doesn't have," attests Phil, "which give it much better response and rigidity. Still, once you lower any car and increase the width and offset of its wheels, it really helps to have complete control over alignment." Some camber adjustability was allowed through factory components at the car's rear, but it was clear we'd have to play the cards we were dealt come race day.
Our 370Z's final trip before the SEMA show was to G-Dimension, where Stephen Rhim handled the dirty work, swapping out the stock clutch and diff for stronger Spec and Carbonetic alternatives, replacing Carter's mass-farted-in stock seat with Bride Cugas, and installing our ultra-swank Sunline aero: a front half-spoiler, rear under fin, roof skin, and side skirts all fabricated from dry carbon-fiber, which fit "amazingly well," noted Stephen. "I was really, really impressed."
370Z Track Test
With the SEMA show come and gone in a fog of sleep-deprived delirium, each team had virtually no time for last-minute adjustments before heading off to Buttonwillow for SLB finals just days later. With Dai and Costa fabbing/adjusting components literally as their 350Z rolled off its trailer at the track, and yours truly calling it quits after an alignment courtesy of Evasive Motorsports in La Puente, CA, the day's first runs belonged to us, with FD drifter Tyler McQuarrie behind the wheel. Here's where the fun began.
In true 2NR form, we drove our car to the track-200+ miles from L.A. through traffic, high and low altitudes, and at some points, flat out at handcuffing speeds-with no problems. But that changed with its first lap out. "Traction control was a nightmare," explains Tyler. "It was staying on at all times, killing power through corners the instant the car lost traction." Fuses were pulled, relays were hardwired, the taillights were even removed at one point (a "370Z secret", or so Dai told us-a dirty time-wasting racing play?), but nothing completely disengaged the system until Nissan guru Steve Mitchell, of Gardena, CA's M-Workz removed a Bosch modulator underneath the e-brake, rendering the system inoperable.
With the traction control successfully disengaged, it was the ABS system's turn, as nearly anything more than coasting to a stop triggered its engagement. "My driving style is to trail brake into corners," explains Tyler, "and when I would, the ABS would engage the whole way through, keeping the car from rotating like I wanted." Fortunately, the solution was much simpler. "All it need was pull fuse," explained Tein lead tech Nakai, in his thick Japanese accent. "Probrem sorrved." Even after the modification, rear brake bias was a little more aggressive than expected, a product of our Project Mu brakes engineered more for the sustained heat of endurance driving than the short sprints of time-attack. After a suggestion by Project Mu engineers, and a pad change by the Tein crew, we were back in business.
Until the overheating kicked in. Even with the massive Greddy Type 29 front-mount intercooler snapping up the Z's entire radiator inlet, coolant temperatures stayed within acceptable tolerances. Oil temperatures were the problem. "Even stock 370Zs overheat their engine oil after a few laps on the track," noted Tyler. "I could get about one, maybe two fast laps in before the turbocharged Z got too hot. And the differential was getting hot by then, too." This time, the work-around was a bit more entertaining: "Greddy's engineers rigged the windshield wipers to spray the oil cooler with ice water stored in the windshield washer fluid reservoir," laughs Phil. "What can I say . . . it worked."
With its problems handled, Tyler was driving our 370Z to consistent 2:04 lap times. After a switch from 12kg/mm rear springs to 14kg/mm by Nakai and the Tein crew, along with raising the Z's rear stance a little and tweaking the alignment to follow suit, times dropped solidly into the 2:01-2:00 mark. "The car still needed a little more grip," explained Tyler, "but we couldn't adjust camber any more unless we raised the car, which would've thrown everything off." Remember those cards we were dealt? We initially thought decreasing tire pressure would widen contact patches and compensate for excessive camber we weren't able to correct, but once Nakai decided to switch to a new set of Falken RT-615Ks and actually increase pressure a little, Tyler broke 1:59, out-pacing two R35 GT-Rs and every other 370Z in competition, to take Third in Street FR.
350Z Track Test
The first problem we noticed," laughs Costa, "was that the 350 would experience fuel starvation at any less than a 70-percent-full tank. Back on their game, the crew began the process of dialing in the car: one or two laps out, followed by pit stops for adjustments. Tire pressure was monitored and adjusted, brake and engine temps were logged, and tweaks to various parts of the suspension were made to find each one's "sweet spot".
"Once we got the car running strong, the brakes started acting up," notes Costa. The particular rotors and pads they were using were designed as a more aggressive, street-friendly upgrade-not for hard track use. "At first, we noticed the brakes building a layer of dust and gas between the rotors and pads [called the fireband] that the rotors' cross-drills and slots weren't able to scavenge," explains Costa. "So, we knew we needed to notch the pads to help, but that would decreased overall surface area, which would decrease braking performance. We switched to more aggressive Friction 01 pads, notched them, and went back out," he continues. "And that worked great for a few laps, until we began cracking rotors." Metal expands as it's heated, and one-piece cast rotors, like the ones Dai's 350z was using, leave little room for expansion. "We're hoping to run AP's full competition brakes next year," he says, "which use larger calipers and two-piece, floating rotors designed for extreme heat."
Dai and Costa's second major setback was also due to heat. "Oil temperatures were pretty high all over the car," explains Costa. "Engine oil and differential oil were highest, but transmission oil was up there, too." The solution? "We had no time or parts to rig up coolers, so we had to keep our sessions down to two hard laps at a time," he explains. "But with the basic engine oil, transmission and diff cooler, there shouldn't be any problems." Dai, Costa, and the GTI crew managed a best time of 2:04.872 for the event, and in separate conversations, all estimate the car could break the two-minute mark with minor upgrades in the future. "Yes, there's room for improvement, but we're pretty happy," concludes Costa. "That was the car's first time out, a lot of the mods had to be completed super last-minute, and we overcame tons of problems."
Costa's sentiment underscores each teams' evaluations of their cars' on-track performance. "It seems like Nissan really listened to what owners of past Zs had to say about their cars, before designing the 370," comments Tyler. "On paper, the car is much better than the latest 350 . . . I think it definitely has potential." That's not to say he's exactly thrilled with the new car. "But the electronics kill it. It's almost like Nissan built the car too well, and then decided along the way to dumb it down with ABS and traction control to keep people from driving them too hard. At the very least, disabling these features should've been made a practical option." And then there's the mysterious heating issue. Says Mike Chung of Greddy, "When we talked with our Japan offices about turbocharging the 370Z, that was the one area we were warned about. We have new products in the works that will help, but all Z owners should be aware of the problem, even though we hear Nissan is quietly working on a solution for next year's model."
The GT Channel 350Z crew is also looking forward: "With better brakes and some aero, like a front lip splitter and canards, maybe a rear diffuser and dialing in the wing, we could've lost a few more seconds," comments Kojima. "Costa says he could drop even more weight from the chassis, and I could really improve the suspension by modifying the pick-up points." HKS asked that the crew use the car's stock catalytic converters and not change the supercharger system's stock boost level during Super Lap Battle competition, to test the capabilities of the off-the-shelf supercharger. "If we would've replaced the cats with test pipes and had a chance to re-tune-maybe increase boost with a custom pulley-it would've made a big difference," Kojima speculates.
The donor status of each car guarantees one thing-nothing is certain of their futures. Our 370Z is currently serving as a test-bed for developing parts from various "friends" in the performance aftermarket, many of whose products will come to market in the near future. If we're permitted to keep it for next season, Stephen and G-Dimension, Phil, Nakai and Tein, and the entire 2NR editorial staff of three, are looking forward to making the 370Z even faster. Steve Mitchell and Dai are interested in developing a repeatable work-around to our car's limiting electronics, and even Costa and Kojima offered some help in fabricating suspension components that would give our car the adjustability of their 350Z, and with a little weight reduction of our own, we've got our sights locked on First Place in next year's SLB street-class Finals. "We knew we had power, suspension, and grip when the 370Z made its first outing, but what we lacked was downforce and camber adjustability-the same 'new car plague' our IS F suffered at the track the year prior, both cars being too new for large aftermarket support. Adding just a few more parts as they become available, we're looking to really dial the car in and knock another two to three seconds off our time at its next session." As for the 350Z, "If we get to keep it for a while, I'd really like to build it for Limited or Unlimited-class duty," says Costa. "Each class would allow more weight to be dropped, and with a braking system that would allow independent adjustability of front/rear bias, along with all the tweaks Mike (Kojima) wants to make, I think it could be a serious contender . . . That is, unless someone's 370Z doesn't beat us again!"
Testing the Falken Azenis RT-615K
With the build-off between 2NR's 370Z and Dai/Costa's GT-Channel 350Z being a competition among street-class cars-and considering each side's penchant for speed-one serious competition street radial spec tire was left in our consideration: Falken's Azenis RT-615, proven by years of Formula D drifting competition and miles of street use. The only problem was that Falken discontinued it, in favor of the new and improved RT-615 . . . wait for it . . . K. To steal a line from Garth Algar, we fear change. Would the new tire prove better than its predecessor, or were the changes merely made in the wake of the current economic downturn; a cost-saving (and usually, performance-killing) measure? To find out, we shadow the driver of our 370Z, Formula D's Tyler McQuarrie, as he tests the "K" against the previous 615, along with the Z's highly regarded "Brand X" OEM performance tire, on a stock 370Z at California's Streets of Willow racetrack:
"With the stock tires fitted to the Z and pressure dialed in, I was able to run a best time of 1:27.92 through the track's tight corners, fast braking zones, and elevation changes. With the 615s, I was able to drop that time to a 1:27.34. Switching to the 615Ks, the first thing I noticed was that I had to drive harder keep up with the Ks. The new tire also gave off a distinct sound coming into the corners-a sign of its increased 'bite' over the alternatives. After a few laps, I ended the session with a 1:26.37-more than a second faster than with the stockers. And the Ks seem to perform much more predictably when hot than either of the alternatives."
To put the time difference between the two tires in perspective, a full second equates to finishing in first or last place in ALMS events in which Team Falken regularly competes.
TURBO VS. SUPER
With our Greddy twin-turbocharged 370Z outputting 136.4 whp more than Dai's HKS GT-supercharged 350Z, comparing the forced induction options of each seems like an apples-to-oranges comparison at first glance. But the torque differences-only 37.4 lb-ft in our favor-tells there's more to be considered. In the spirit of competition, Greddy USA sent over dyno data generated when tuning their 350Z bolt-on turbo kit at low boost on a test car, comparable to Dai's 350Z outfitted with the HKS GT supercharging system. Comparing each system may just prompt you to pick a new favorite.
Looking at the graph, both forced induction systems offer significant power and torque increases over stock. The turbocharged option offers more peak power and torque, but the supercharger produces it in a linear fashion, delivering more low-end power and torque, and better throttle response since it stays "spooled" in proportion to engine revs (whereas turbos need an open throttle to build boost), which arguably makes tuning a supercharged system easier, too. The belt-driven supercharger also takes up less space in the engine bay than two turbos, manifolds, wastegates, etc., and runs cooler than exhaust-driven, water- and/or oil-cooled turbochargers, meaning a smaller intercooler can be used and no supplementary engine oil cooling is necessary. And HKS' GT system retails for nearly half Greddy's bolt-on kit.
The downside of supercharging is upgradability. With tuning and fuel enrichment, Greddy's bolt-on turbo system is good for up to 440 whp on the included components, and up to 650+ whp by tuning larger injectors. Larger turbos (up to a large 20g or small 25g) can fit on the Greddy manifolds for power levels up to 800 whp or more with the proper fuel and tuning. A custom pulley would be needed to increase the boost of the supercharger system, and even upgrading the compressor to the largest aftermarket one available won't deliver the peak power turbocharging can. Then again, the bigger the turbo, the bigger the lag, and with a bigger supercharger . . . well, there never really is any lag.
www.hksusa.com / www.greddy.com
Los Angeles, CA
Making the hotness, the hotness
We do them for a living
'09 Nissan 370Z
Output: 449.5 whp; 344.6 lb-ft of torque
Engine VQ37VHR engine; Greddy Turbo Ti-C dual 70mm exhaust; Tuner Turbo Kit: TD06SH-20G turbochargers (x2), Type 32 front-mount intercooler, cast turbo manifolds (x2), external wastegates (x2), racing downpipes (x2), weldable dump pipes (x2), Airinix intakes (x2), optional Fuel Enrichment Set; baffled oil pan
Drivetrain Spec clutch, flywheel; Carbonetic two-way limited-slip differential
Suspension Tein Mono Flex coilovers (XXX rates)
Wheels/Tires Rays Engineering 18x 9.5 -12mm offset (front), 18x10.5 -15mm offset (rear) Volk Racing TE37 race wheels; 20x10 +30 front, 20x11 +15mm Volk Racing G2 street wheels; 275/35-18 (front), 295/40-18 (rear) Falken Azenis RT-615K race tires; 245/35-20 (front), 275/30-20 (rear) street tires
Brakes Project Mu Club Racer brakes: 380mm two-piece rotors and six-piston calipers (front), 355mm two-piece rotors and four-piston calipers (rear), pads, stainless lines
Exterior Sun Line Racing dry carbon front half spoiler, side skirts, rear under fin, roof skin
Interior Bride Cuga seats, rails; AutoTech STRI gauges, gauge pod
Hachioji, Tokyo, Japan
Three tears and counting
'06 Nissan 350Z
Output: 313.1 WHP @ 307.2 LB-FT of torque
Engine VQ35DE engine; HKS Hi-Power exhaust, oil cap, radiator cap, GT Supercharger kit: GT7040 compressor, front-mount intercooler, piping, self-contained oiling system, traction oil, oil cooler, blow-off valve, Super Mega Flow intake, wiring, F-Con fuel system, 8psi pulley
Drivetrain Jim Wolf Technology clutch, aluminum flywheel; Nismo differential cover; OS Giken 1.5-way limited-slip differential
Suspension KW Suspension two-way competition coilovers; Whiteline 32mm front adjustable sway bar, 20mm rear adjustable sway bar; GTI six-point competition roll cage; SPL Parts front adjustable upper control arms, adjustable tie-rod ends, rear adjustable control arms, rear spherical bushings, aluminum differential mount bushings; Whiteline rear subframe bushings
Wheels/Tires Rays Engineering Volk Racing TE37 wheels (18x 9.5 -12mm offset front, 18x10.5 -15mm offset rear); Falken Azenis RT-615K tires (275/35-18 front, 295/40-18 rear)
Brakes AP Racing 330mm rotors, four-piston calipers (front); Performance Friction 01 pads (front); Goodridge stainless brake lines
Exterior Vertex Lang front bumper, side skirts, rear bumper, canards, carbon rear wing, deck panel; Seibon TS carbon fiber hood, doors, trunk, fiberglass front and rear fenders; Nissan G41P black paint; Race Design graphics
Interior Sparco Circuit Pro seats, Monza steering wheel, six-point racing harness