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I purchased this car in October 1999, from Brant Lyall in Howell, MI. The car was previously owned by Craig Chima, who drove it through his SCCA driver school and for a few seasons of racing. (Craig went on to win a national championship, driving an MG Midget in F Production). When I bought the car, it had been sitting dormant since 1992. It's last race was at Waterford Hills, August 24-25, 1992. I started racing the car at Waterford in 2001, and started adding other tracks to my schedule in 2002-2003. I finished the 2003 season as Class Champion at Waterford Hills, and also Class Champion in the Central Division SCCA Regional Championship Series.

 The car underwent a substantial amount of updating during the year after I purchased it. All the hydraulics were replaced, the front suspension and steering completely rebuilt, as well as the carburetors. The ignition system was completely replaced with MSD ignition, coil, and plug wires.  The roll cage was been modified, new seat, belts, fire system, and fuel cell installed.

As with any dedicated racing effort, there is always room for improvement in some area of the car.

Car Specifications

SCCA Logbook #42-456

 Chassis #SRL311-11828, which is a 2000 roadster serial number. The body shell appears to be a late model roadster, and has the late style steering box.
Car is prepared to SCCA G Production Specifications: 1.5" roll cage, on board fire extinguisher. Flared, fiberglass, front and rear fenders, which are attached with Dzus fasteners. The trunk lid and hood are custom made from carbon fiber and kevlar.
Weight is currently 2022 lbs, with driver. 53% of the weight is over the front wheels.


The block is a 3-main. Block has been cleaned, painted, and bored out to 3.470". Main bearing caps are secured with ARP studs with 12-point nuts. Crankshaft has been modified to improve oil flow to the connecting rods.  I also have a couple of spare, bare aluminum cylinder heads. Carrillo rods, and custom Diamond pistons. Valvetrain uses custom lifters from Malvern Racing, pushrods from Isky Cams, and reground camshaft from Elgin Cams. Valve springs are from Nissan Motorsports, big valves utilize a reduced diameter stem, and the retainers and locks are titanium. The rocker assembly has been lightened and polished.

Nissan Motorsports 7 quart competition aluminum oil pan. Fram HP-1 oil filter, remotely mounted on inner fender. I made my own aluminum block adapter. Total oil system capacity is 8.5 quarts. I use a stock 2L oil pump, and the output pressure has been adjusted to produce about 70 psi.

13 row Mocal oil cooler mounted below front crossmember.

Exhaust is 2 1/2", and uses a two chamber Flowmaster muffler. The headers are ceramic coated, and are fitted with EGT gauges that I use to monitor fuel mixture and carb balance.


MSD 6AL ignition, 8000 rpm rev limit. MSD plug wires, NGK BP7EVX spark plugs. I've also been experimenting with Denso Iridium plugs. A Gary Boone electronic distributor is used to trigger the MSD box.

Carburetion and Fuel System

Twin 1.5" Hitachi-built SU carburetors. Throttle shafts mounted on roller bearings. Throttle shafts have been turned down, and the internals of the carbs have been modified for improved flow. Full radius velocity stacks by TWM Induction. RF needles and .100 jets. Float tops have been rotated 90 degrees for better performance in the corners. Carb dampers have been removed. Rubber carb isolaters are used in place of the Bakelite spacers. In 2004, I added a kevlar air box, which feeds cold air to the carbs from the left headlight opening. A Holley "Red" fuel pump feeds fuel from the ATL fuel cell to a pressure regulator, set at about 2 1/2 psi. The fuel cell utilizes a surge tank.

Cooling System

The radiator is all aluminum, custom fabricated. The stock 1600 radiator fill on the head has been replaced by an elbow fitting. The cooling system is now filled through the radiator. A water pump pulley for a small block chevy was modified to underdrive the water pump. The aluminum radiator saves about 10 lbs from the front of the car. The improvements in the system help cooling at high rpm. Simplifying the system by moving the water fill from the head to the radiator improves reliability though reducing the number of sealing surfaces where leaks could occur.

Transmission and Clutch

5 Speed Transmission from a 2000 Roadster, with "ultra close" competition gear ratios. The flywheel is aluminum, and I use a stock 2L pressure plate and clutch disk. I use a gear reduction starter that I purchased from TSI Import Automotive.


Balanced driveshaft, 4.625 rear axle ratio, welded differential. The rear axle was converted to a full floating setup in late 2003. The axle tubes have also been bent to provide a little negative camber.


 Nissan Competition front springs.
 Stock, lowered rear springs.
 Panhard rod.
 Custom front and rear stabilizer bars. Rear stablizer bar is adjustable.
 Koni Shocks 80-1750 front, 80-1751 rear. These were re-valved by Koni in 2003, and the fronts are now externally adjustable.

Wheels and Tires

15"x 6" Real Racing Wheels, with 3" backspacing. Goodyear racing slicks. 14"x 6" Panasport Wheels, approximately 3" backspacing, mounted with rain tires.


Stock front brake calipers, and the rear brakes were converted to disks in late 2003, utilizing 10" disks, and Outlaw 1000 calipers. KFP carbon/kevlar pads (KPF-42A pads Gold compound). The stock brake and clutch pedals were replaced in April 2004 with a Wilwood pedal assembly that allows driver adjustable brake bias, and Tilton master cylinders. Stainless braided lines are used for all flexible couplings. Speed Bleeders are used on all calipers. I highly recommend Speed Bleeders, as they make bleeding the brakes a much less tedious task.