It's a shame how Nissan never
offered the S15 Silvia in North America. Of course, the company had no
way of predicting how popular the S-chassis would be years after
production, but you can imagine how insane it would have been to have
the S15 readily available here! Despite the absence of the last-gen
S-chassis in the States, the S13 and S14 platforms exploded in
popularity, especially after this little thing called drifting stormed
the nation in the early the '00s. 240s were affordable and great
entry-level vehicles to build for anyone who wanted to get into sliding.
The fact that they shared many parts between the two platforms made the
cars that much more favorable coupled with an abundance of aftermarket
support. It became the Civic and Integra equivalent for Nissan-lovers.
And one individual who embraced everything about the S-chassis is Tony
Martin.
Tony has built quite a few
S-chassis projects: 440hp righthand drive S13, two RPS13 hatchbacks, one
500hp race car, and finally two other S13s with SR20DET swaps. There
may be one or two others that he has since forgotten about, but the holy
grail of cars that he wanted was none other than the S15 Silvia. "When I
first got into drifting in '05, I saw an S15 Silvia and instantly fell
in love with it," Tony begins. "If you've seen Gone in 60 Seconds, the S15 Silvia basically became my Eleanor—the car I had to have."
"Wanting" doesn't always
equate to "having" and as such, it took nine years for Tony to finally
acquire his dream car. A friend of his had imported an S15, titled and
registered it, but later ran out of funds to properly build it. Ever the
opportunist, Tony leaped at the chance to take the car off of his
hands. The timing could not have been better because he was looking for
new ways to help promote his own tuning shop, Freedom Motorsportz.
Finally having his dream S-chassis inspired him to create a new drift
car for what he calls "professional fun-having" with hopes that it would
bring more attention to his business.
Tony soon discovered just how
difficult it was to own a vehicle that was never previously sold in
States. Though there was an extensive list of products available for the
SR20DET, finding replacement OEM components was anything but simple.
Something as basic as a factory clutch master cylinder took more than
six weeks to acquire. Anything that is hard to get doesn't come cheap,
either, so it became Tony's mission to find a more cost-effective way to
solve his quandaries. He continues, "It is definitely a test of
patience. I expected parts to be a little bit more, in terms of price,
but I had to become very resourceful in how I went about looking for OEM
parts. I wanted it to be the best car I had ever owned, so I did
everything I could to get whatever parts I needed."
The many years he spent
tinkering with Nissan SR motors made the engine build a relatively easy
task compared to the rest of the project. His Silvia already came with a
low-mileage SR20DET, so it was the perfect starting point. Internally,
the motor remains untouched but everything around it has seen upgrades
in one form or another. The factory turbo and manifold are gone and in
their place is a Garrett GTX3071 turbine mated to a custom manifold made
in-house at Freedom Motorsportz. The intercooler piping, downpipe, and
exhaust were also fabbed up by Tony and his crew. 740cc injectors pump
plenty of fuel into the heart of the Silvia, and with the aid of a
trusty A'PEXi Power FC, Mr. Martin was able to extract a little more
than 400 whp.
When it comes to the exterior
of the S15, it's almost hard to beat the sleek body lines of the Silvia.
Even today, the car's sporty design looks more modern than 15 years
old. But Tony really wanted to make a huge visual impact, so he looked
toward the aftermarket. In '14, Kei Miura of TRA Kyoto released
renderings of its Rocket Bunny widebody kit. As you can guess, it was
everything Tony wanted. The aggressive stature and widened body panels
were loud and suited what Tony had envisioned. Fitting the kit meant
that he would have to cut sections of the original body panels out, but
he didn't give it a second thought.
Being that he was going to
chop up the body already, Tony and his staff also made the decision to
tube the front wheelwells. The wheel arches were gusseted and reinforced
before the entire shell was re-sprayed in the factory Nissan silver
tone. The wider body meant that the car was required to run equally wide
wheels. In drifting, getting maximum steering angle is key, so the
tubbed wheelwells help to give his S15 that necessary clearance to
maneuver around the track without rubbing the frame.
After falling in love with the
S15, it took Tony nine years to acquire his Eleanor; however, once the
car of his dreams was in his garage, it took 18 months to get the
vehicle where it is today. He's taken it to a couple drift events at
Lime Rock and Pocono Raceway and is still getting used to driving around
the streets of Pennsylvania, being that the car is so aggressive with
the widebody and low stance. But if this S15 has taught him anything,
it's that patience is still a virtue. The last time we spoke to him, he
mentioned that he's already in the works to swap a built Toyota 2JZ-GTE.
We'd say that it was appropriate in this car's continued evolution.
There is no better way to show the world what you can do than to make an
already beastly build into a fighter.
Why a tubed front end?
Tony and the team at Freedom
Motorsportz had to cut out the factory wheelwells to accommodate the
width of the Rocket Bunny kit as well as the 18x11" wheels. This gave
the S15 all the clearance it needed for more steering angle. Tubes and
gussets were added to reinforce the front strut towers.
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