CSG Brake Pads: Details Make the Difference

Much like tire technology has evolved rapidly in the last several decades, so has brake technology. There are hundreds of brake compounds produced all over the world, and the majority of off-the-shelf brake compounds offered decades ago still exist today. These compounds that may have been great in the past may not be ideal for today’s performance requirements.

CounterSpace Garage have tried to make their mark by putting together a detailed, comprehensive understanding of the entire braking system (across numerous makes and models) as well as the general demands of the entire racing landscape. After spending years testing hundreds of discs, fluids, compounds, and calipers to identify their respective limitations, they’ve been able to satisfy a wide array of performance cars, tracks, and tire compounds.

Contrary to popular opinion, outright braking performance is only one part of the puzzle. Not only are CSG concerned with improving the pad’s outright performance, but they also think about pad control and the context in which the pad will be used. If a pad isn’t suited to the driver’s preferences or the car’s limitations, it will never be used to its full.

To improve control, maintaining consistency is paramount. If the brake pad breaks down, then it snowballs into fluid failure, excessive caliper flex, and excessive disc wear. Consistency also means friction characteristics at different pressure applications, pad modulus through the temperature range, and performance from fresh to the backing plate.

Expending Energy Efficiently

Aiming for a consistent friction material often yields higher pad stiffness, which allows for a more responsive braking feel or “bite.” This doesn’t mean the brake torque is delivered in spikes, which can cause early ABS intervention, but rather with smoother engagement and smoother release. Primarily, the driver feels a more intuitive relationship between his brake application and the way his car decelerates.

Thanks to CSG's custom setup, Gary Wong enjoys reliable, reassuring braking performance in his high-horsepower heavyweight Supra.

Stiffness has secondary benefits including: better pad wear, lower overall heat generation and less heat transfer into critical components like the caliper and hydraulic fluid compared to the existing compounds on the market. A stiffer pad is usually a denser pad, and more material means more thermal capacity.

In order to understand how stiffness plays a role in response, we should use a simple physics equation with the assumption of infinitely rigid structures:

Friction Force (Ff) = Coefficient of friction (mu) x Normal Force (Fn)

This equation helps us visualize the effect of using two different sanding blocks to hold a piece of sandpaper against a sanded surface. A sponge requires more vertical force to generate the same level of friction force at the sanded surface compared to using a piece of hardwood. Now it’s obvious why having a good pad compound can result in better pedal communication and improved control over braking events — it maximizes tire adhesion and improves peak deceleration characteristics more consistently and with less force.

Tailor Made

When we’re trying to assess the level of control their particular pad offers, we consider things like: whether or not they need to build up the threshold pressure, whether they need to reduce their brake pressure carefully like with an aero car. This helps us establish the control objectives,” CSG’s David Leung notes.

“If a driver is dealing with a lot of ABS intervention, a digressive pad can help. As it limits some of that power at higher pressures, it makes it less likely to activate ABS.

Part of Gary Yeung's remarkable speed in his normally-aspirated S2000 comes down to its ability to decelerate, courtesy of CSG.

For cars with aero, a progressive pad might be best. As temperature and pressure increase, breaking power increases at an exponential rate. However, when the aero bleeds off (often very rapidly), this compound makes it easier to reduce pedal pressure quickly enough to avoid lock-up.

All of these profiles are taken into consideration to deliver what is ultimately an intuitive braking experience that allows the driver to focus on other aspects of driving and racing.

To demonstrate the ways in which driver preference factors into the equation, consider just the well-known users of the Supra A90 who’ve partnered with CSG: Jonathan Wong, Jackie Ding, Gary Wong, Allen Patten, Dave Kramer, Drew Turner, and even Toyota Engineering have turned to CSG for their own bespoke setup.”

Thermal Constraints for Different Applications

To get the most from a particular set of pads, some turn to ducting, which helps keep a brake system in its operating window. Some pads need to operate at a much lower temp to generate the performance and better wear (especially pads that generate excessive heat). High levels of heat generation also transfers into the caliper, causing them to get soft, and also transfers into the fluid.

Some pads need heat to perform, which is where ducting can be a detriment, since heat may be required for some friction materials to improve wear consistency in racing situations. Ducting also subjects a brake system to a wider spread of temperatures, which can shorten the lifespan of various components.

Viz paint is used to establish the exact thermal parameters their brakes must operate within.

Ducting does have some benefits especially when you’re operating a spec/homologated brake system that may have undersized calipers/discs (they usually get replaced after each race) and require the brakes to be regulated in a more consistent temperature range.

At the end of the day, ducting should really be a fine tuning tool, not a complete solution to resolve brake issues. It all comes down to designing for the appropriate application and optimizing the performance zone.

Maximizing Both Ends

“We also assess the rear brakes’ utilization. Regardless of whether they’re optimizing their rears to work with the factory bias or they’ve added a proportioning valve, we want the brakes to aid in slowing the car and assisting in rotation.

Jackie Ding's able to make his Supra turn like a much smaller car thanks in part to the well-chosen pads at the rear axle that facilitate usable rotation. 

By maximizing the rear brakes, we can utilize the tire grip from all four corners of the car. Using tire grip from all four tires means better distribution of brake load, maximum deceleration, better wear, and better temperature management to keep the brakes in the optimal operating zone.

A Compendium for All Invested

To take every conceivable factor into consideration is how CSG has been able to develop a wide range of pad solutions. It’s also due to driver feedback and motorsport data, as shared with them by their loyal customers. This information is then filtered down into a range of solutions that meet spirited driving activities to racing at every single level between HPDE and professional racing applications.

"All relevant areas of braking performance must be understood to provide a truly premium product," David adds.

CSG have made countless strides towards finding the right products for most of today’s platforms, They’ve built a compendium of braking data over years through internal development goals, brake dyno work, interacting with their customers, and using their feedback to tailor their products to the customer’s demands. They offer a huge array for different conditions, setups, and for different driving styles.

“CSG is a premium product and the costs reflect that. With that cost, we offer free consultation since we want to meet our customer’s needs and optimize results. All we ask is that they provide data. Ideally, this comes in the form of telemetry, but onboard video, photos, and anything else that can contribute to a clearer picture of what’s happening at the track,” David adds.

The brake system is an ecosystem in itself, which is better understood through constant communication between customer and manufacturer. This interaction is the backbone of CSG’s feedback loop, and only through this and the high-quality data it relies on has high-grade deceleration been made available to drivers of all stripes.

Forced Induction For Track Work: Supercharging Two Popular Platforms

Among E46 M3 and S2000 owners, power is almost considered a four-letter word. The majority of those who regularly lap these cars, for reasons of simplicity and cost, prefer to optimize their car’s handling and braking performance in pursuit of impressive lap times. Also, they typically pride themselves, though usually tacitly, on their ability to lap quickly without a big motor to lean on. However, the ratio of grip to power usually falls in favor of the former with most of these builds, which forces the builder to consider whether a significant bump in grunt is worth the time, expense, and possible hassle.

Two of our fastest drivers decided the relatively cost-effective path of forced induction to determine if more power makes a worthwhile difference with these two popular HPDE platforms.

Seigo Ma had been swooning over the videos of the Arvou S2000, a lightweight AP1 using an HKS supercharger to make a touch more than 400 horsepower. The already capable package could exploit that power bump well enough to lap the technical Tsukuba circuit in a remarkable 53.887 seconds.

Seigo wanted to double his engine’s output, but worried that the famously fragile platform wouldn’t be able to handle it. So, in an attempt to get some much-needed encouragement (and see F1 in person), Seigo took a trip to Tokyo. Three days in, he visited Arvou to consult with Mr. Shibata, who encouraged him to take the plunge.

Back in San Francisco, Seigo started speccing his own HKS kit. He did his homework and chose the option of the smaller pulley needed to make 400+ horsepower. After he installed the kit, he sent his car to Blacktrax for the first pass at tuning his Hondata Pro ECU. They were able to make a knock-limited 350 horsepower at the wheels available over a very narrow powerband. “It only revved to 7,000 safely. That lowered redline, the shorter AP2 gearing, and 4.3 final drive made it a challenge to drive; it required constant shifting.”

To make the most of his new kit, Seigo ordered a higher flow fuel pump, 1050cc injectors, colder spark plugs, and a surge tank with an integrated fuel pressure regulator — all the items needed to run E85 safely. A retune of the Hondata brought power up to a knock-free 420 horsepower available at 8,500 rpm. “Power delivery was like a stock F22, but with a lot more at the top end,” Seigo said.

Even with 285-section rear tires and an OS Giken differential to help meter out that power, the bump in grunt was challenging to manage. “Second gear was pretty much useless,” he added. It also proved too much for the factory gearbox; breaking fifth gear broke on his second track day at that power level. To get himself back on track, he picked up a used AP1 box and a larger supercharger pulley to drop boost and lower the power output.

Relocating the oil cooler made lowered temps enough to run full sessions on moderately warm days.

The AP1 box’s longer gearing combined with the lowered output — about 360 horsepower — helped Seigo get to grips with the car at his next outing. Usable power, strong traction, and drastically improved top speeds has helped him keep up with higher horsepower cars that previously left him in the dust. Before braking for Thunderhill East’s Turn 1, he was traveling at 133 miles per hour — roughly 15 miles an hour faster than he ever had before.

The only notable issue with the car were creeping supercharger oil temps, which he resolved by relocating the supercharger’s oil cooler under the right headlight. With that upgrade, the car has been mostly reliable.

On moderately warm days, the car can run full sessions without issue. Only on the hottest days does it begin to falter, but it still works well enough to run three consecutive laps before engine oil temperatures get too high.

A drawback of running E85 is that combined with the new powerplant, it gets quite thirsty. “I burn half a tank per session, so I’ve gotta bring a few jugs of e85 with me every day. It’s still cheaper than running 91 octane and is much safer for the engine though.”

For Christian Fernandez, power was the last box to be ticked after aero, weight reduction, and a solid suspension setup. He’d already set impressive times with his E85-fed E46 M3, but he wondered if there might be an easy solution to extract a little more from his S54.

Dan from RCrew, Christian’s dependable mechanic, made him an offer on an ESS supercharger kit which promised easy power and little-to-no hassle.

As Christian had already installed a larger pump and 550cc injectors in preparation for corn juice, there wouldn’t be much more he’d need for a successful install.

“Multiple YouTubers who’d used the same kit complained of overheating issues, though. The front-mounted intercooler wasn’t necessary with this entry-level kit, so I decided to take the band-aid solution and install a water injection kit to keep intake temps low.”

On a Dynojet, HTE Performance tuned the stock ECU to handle six pounds of boost from the the supercharged S54 put down 487 horsepower — 157 more than what the atmospheric, E85-fed motor had made on the same dyno.

The bump in power is felt largely at the top of the rev range; making the motor feel similarly linear in its delivery, but notably faster at the end of straights. “It’s pretty easy to put the power down, but the extra 3-4 miles an hour it nets at the end of the straights forces me to reconsider my braking points.”

This bump in straightline speed doesn’t overwhelm the current cooling system, which consists of a larger radiator, an oil cooler, and the water injector. “Even on 80° days, the needle never moves past the ¾ mark!

That said, I’m not sure I’m getting all that peak power over a whole session. It probably needs an intercooler.”

The blower hasn’t made maintenance a nightmare, but it has exposed a few leaks that weren’t an issue before. Running a leakdown test revealed a leak from the valve cover seal and around the aftermarket injectors, which never seat properly and require a washer for passable fitment.

Both drivers are content with their new engine setups, which have proven to be reliable after the little issues were addressed. Seigo bought a usable 150 horsepower and 2.5 seconds at his regular tracks. “So far, it’s been money well spent,” he said.

Christian is content with the improvement, though the M3 was never lacking power in the way the S2000 was. To be fair, the former has gone a step further in addressing all their supercharger’s shortcomings, while the latter has taken a more relaxed approach.

There’s still more to be done before the bare-basic ESS kit offers track-worthy performance, but once it’s sorted, there’s no reason it shouldn’t have that funny effect of shortening straightaways — so much so that Christian will have to start thinking of braking point right after he starts to accelerate.

Joe’s AP1 S2000: Continuing Education

It wasn’t until Joe Drane moved out to California at the ripe age of 38 that he was able to try track driving for himself. Being a natural tinkerer and a bit of a hot rodder growing up, track driving had been a lifelong dream, but the opportunities for that sort of thing in rural Florida were few and far between.

After teaching him the ins and outs of network engineering, Joe started learning the cloud and found a few roles with startups in Texas. This created a focus on execution and continuous learning while also placing high value in data helped him put together a stellar resume in short time. This almost obsessive approach would later help Joe learn at a ridiculously rapid rate when learning the racing ropes.

The Land of Milk and Honey

After relocating to San Francisco to start a new role with Facebook, the assortment of beautiful sports cars lining the streets suggested he might be in the right place to learn to drive on track. He searched for ins on the pages of the local sanctioning bodies until he found an easier, more cost-effective way to dip his toe in the water.

Meanwhile, the need for a new outlet was getting harder to ignore. COVID weighed heavily on him, and while he loved his new job, it didn’t offer the distraction he needed mid-pandemic.

When he proposed running a few lapping days one weekend, his wife not only supported him in his decision, she helped him find an appropriate track car. Incidentally, the two had met at work after Joe spotted her leaving her S2000 in the parking lot. It only seemed right that such a car, the conversation starter, would help him start another love affair.

And so he picked out the cheapest first-gen S2000 he could find. This was several years ago, but even by the standards of the time, this car was affordable — and for good reason. “It was just a mess. It had no rear glass, the check engine light was on, the wiring was a rat’s nest, and the motor was ticking. I spent the winter restoring it, but I didn’t realize just how bad things were until I started working on it.”

Growing Pains

“I ran into some issues installing the aftermarket parts. The radiator wasn’t sitting low enough for the hood to close. I took it into the shop at BlackTrax to have it inspected, and there the mess continued to unfold. The radiator supports were bent, and I couldn’t purchase new ones anymore. I had to source the brackets from two fender cutouts from eBay.

Then we pulled the cylinder head and saw the valve retainers were cracked, there was a ton of carbon on the valves, and two of the cylinder walls were scarred. After ten track days, the transmission blew third gear. Oh man, what a nightmare it was.”

To mend the ailing engine and fortify it for track use, he replaced the block with rebuilt F22’s, then fitted a Radium catch can as well as Mishimoto’s radiator and oil cooler. Not eager to deal with another blown F-series, he wisely spent a few thousand more on a Link G4+ ECU to employ several failsafes and extract everything from the motor — mainly more mid-range torque and a peak of 227 horsepower at the wheels.The Link was then paired to an AiM MXG dash which to give him alerts and relay lap data.

Despite the early hurdles he had to cover, he remained willing and able to push on. The obsessive drive which fueled Joe’s career now had a second outlet; allowing him to research the engineering involved, pick parts, test them on track, and build a more supportive social network than the one which work provided him.

As it gave him a new lease on life, he didn’t hesitate to spend whatever was needed to turn this rough example of an S2000 into something exceptional. Within a few months, he’d added a long list of modifications to try and breathe some new life into this aging chassis.

After investing so much in the performance side of things, it made sense to apply an Inozetek wrap to help the car pop.

Among those additions were an APR splitter, a Voltex Type II wing, Rockstar Garage’s Feal two-way coilovers, and Stoptech C43 (F) and C42 big (R) brakes. Studying hours of onboard footage — namely Nate Hackman’s banzai laps — helped him understand just how much harder he could apply the brakes and how severely late he was getting to throttle.

In the interest of getting up to speed quickly, he skipped the cheap tires and went straight to a set of Yokohama Advan A052s, then wrapped them around a set of 18 x 9.5” Advan Gram Lights.

Though he’d already spent a small fortune on parts, never once did Joe agonize over expense during this introductory period. “I decided to pay for an education in racing since I feel it usually pays dividends,” he said. When his engine tuner Jei from BlackTrax offered to tag along to one HPDE at Thunderhill and teach Joe to study data, he jumped at the opportunity. “The telemetry revealed I was shifting a little too much, so we figured out the right shift points and instantly cut a couple seconds off my PB.”

The car was capable and reassuring enough for Joe to continue pushing, but asking more the car led to the standard Torsen differential failing. In its place, Joe put a Puddymod 1.5-way OSG and found the incremental improvement in power-down and stability motivating enough to invest in one other area that wasn’t quite up to snuff: dampers.

Joe knew the top-shelf option would make the car more quicker, more predictable, and less taxing to drive, so he splurged on a set of Blacktrax-built Penske 8300s. Even without much knob turning, the new dampers revitalized the car and helped Joe find the confidence to commit to the quick corners. “My favorite mod, without question. I dropped six seconds off my previous best the first time out on the Penskes. Worth every penny.”

Continuing Education

Learning to wrench and approach the track from a theoretical perspective helped him progress, but never having attended a racing school, he started to wonder if there were ways to improve his technique post-haste. He enrolled in a few drift courses to study the art of oversteering, and soon felt at ease asking the S2000 to rotate a little more than before.

Both his approach and the S2000’s setup are far from perfect, and Joe’s wise enough to admit that. “I haven’t thought much about adjusting the dampers — most of the time I just leave them in a neutral position and try to drive as best as I can.”

But the results from a relatively short time spent on track speak for themselves. He’s learned at a remarkable rate and, with a little more guidance from the knowledgeable group of friends he’s made recently, he’s bound to be fighting for podiums at the front of the S3 class sometime soon. He still has a few points to play with — and they’ll go towards a Zebulon rear wing, a larger Alumalite splitter, and Professional Awesome tunnels.

Joe’s studious nature has also helped him better understand the endless tradeoffs that building a track car requires. While the major cost associated with getting a rough car off the ground can eat into an aspiring driver’s budget, the peace of mind that comes from driving a flawed, imperfect car can help a driver push hard — harder than they likely would in a pristine example. That’s why he has no regrets taking the rocky but fruitful and informative path he took.

Speed SF Challenge Laguna Seca: New Surface, New Records

Ideal weather and a massive turnout of thirty competitors at the last round of the Speed SF Challenge guaranteed some action. Sure enough, we saw new records in several categories. Though some of the newfound speed was due to the recent repave, our Challenge drivers were in stellar form that weekend, and their onboards prove that.

In S1, Steve Melson and his Audi R8 broke the S1 record that had been standing for five years, set back in 2018 by Andrie Hartanto in a C6 Z06. Steve took advantage of the stellar weather and logged a 1:34.081 — a new record that any driver should be proud of—in a car that looks nearly stock. Such is the performance of the second-generation R8.

In S2, Kai Anderson reset Peter Hsu’s Chevy Corvette record by seven tenths. Anderson ran a 1:34.8 to Hsu’s 1:35.7, but not before suffering through a few frustrating sessions. By the end of the day, he cooled his jets long enough to find a gap and avoid slower cars. “My main challenge was recovering from a poor qualifying. There was a good turnout for this event which was great, but it meant the morning sessions were a little crowded, so I ended up only qualifying 7th fastest overall. I recovered to 4th fastest overall in the Challenge session, so mission accomplished, but my fastest lap didn't come until lap 5 because I kept having to abort laps due to catching traffic.

I didn't really have any specific goals for the weekend; mostly just evaluating what is still a relatively new car to me on a newly resurfaced racetrack. Overall, I was impressed with both. I think the changes to Laguna really inspire confidence to push for that optimal lap without creating a different line that requires total abuse of track limits.

The Camaro is perfect for Laguna, with prodigious power, cooling, and brakes to match. There is definitely still some laptime to come from this pair. Crossing my fingers December is dry!”

In S3, Spencer Kimball put in a serious effort to try and beat Kevin Schweigert’s S3 record of 1:36.0.

“I went into this event with some reservations knowing that my M3, with limited torque, was not at its best on Laguna’s straights. Laguna is also the one local track that I drive the least, but I made sure to try and get some practice in before the Challenge weekend. I lucked out and a friend lent me his pass for an event the weekend before, where I ran a low 1:37 after a year-long Laguna hiatus. I looked over my data and saw that a mid-35.xx would be possible, but I went into the Challenge event with the goal of breaking into the 36s. 

I knew that I had my work cut out for me as my main competition, Legend Brandenburg in his A90 Supra, benefits from ~200 more ft/lbs more than my E92 has. Luckily I was able to run a mid 1:36 during sessions 1 and 2, which put giving me a good spot for the challenge session. I studied my data to figure out where I needed to commit, and it was clear that the faster corners were where I could push harder to find somet time. I ended up running a 1:36.5 in the Challenge by carrying more speed through T5, T6, and T8, which was enough to make me the fastest in S3.”

In the end, Kimball was just 1/2s off of Schweigert’s lap, which Schweigert set in a car weighing 500 pounds less with comparable power levels. Not too shabby.

Gary Wong still has a little bit of work to do in the Supra to find the second between him and Dave Colbert’s 1:31.5 Group X record. The infamous purple Supra had its engine tweaked slightly to reduce power cuts, but heat is still an issue which Wong has to deal with. Thankfully, the team has a solution—though they won’t be able to use it until the next weekend.

“It was a fun weekend. I mainly wanted to sample the new track surface and see where I could push more than before. Because of how bad the stupid bump at T1 is, I wasn’t able to hit our sub-30 target times, although that had something to do with to traffic and some electrical gremlins. Because of some overheating issues, we had to lower the power level to complete the full lap. Thankfully, we know the issues and the solutions and we’ll come back stronger.”

Gunning for the S4 record, Nate Hackman’s put in an incredible 1:39.7, less than one-tenth off of Sean Yepez’s record, in what appears to be a very mildly modified car without any aerodynamic goodies. The primo parts are under the skin, though: his Ohlins TTX coilovers help his S2000 handle better than most. A last-minute setup change reduced some of the oversteer in the car, so Hackman could commit to the faster corners easily.

“Up until that weekend, I had only mustered high 41s at Laguna. With the repave running faster and a few changes to the car I figured I'd run a second or two faster, but tried not to overthink it with goals and just go have fun. Luckily, I was able to cook off a number of 39s with some definite room for improvement. I was still a tenth off Sean's pre-repave lap record which was a little disappointing, but I knew he'd come back and crush any record I set, and was still very happy to crack into the 39s with no aero and take home a win with an underbuilt car.”

In S5, Tony Rodriguez’s 1:45.2 record seems untouchable. Maybe we need another all-out MR2 to chase Rodriguez’s old S2000 down. In the meantime, we’ll have to tip our hats to our talented drivers taking advantage of the new pavement and pushing themselves hard enough to keep all the Speed SF Challenge competitors on their toes. When times continue to tumble like they have been, none of the Challenge competitors can coast, boast, or rest on their laurels.

Shan's S2000: Hitting the Books

When you’ve had so many formative driving experiences in something as light as a kart, or as purposeful as a Formula SAE, many production cars feel a little cumbersome. This was Shan’s perspective and the impetus to sell his E92 M3 for something responsive, svelte, and raw.

While a college student, Shan was both powertrain lead and test driver on his Formula SAE team. As part of getting the most from their bike-powered spaceframe car, the test drivers – he was one of several – were expected to refine their driving techniques through go-karting. As his own development as a driver dovetailed nicely with his expanding understanding of chassis setup, he developed an unshakable confidence that, years later, would enable a rapid ascent in the world of time attack.

Before he could put himself in a car which would benefit from his years of racing experience, he took a left turn – one that was unpredictable, yet understandable.

He had his foray into time trials with a heavyset production car unlike the other machinery he’d grown accustomed to: an E92 M3. “There were some cars I was considering, but this one was the most versatile.”

Its heft and plush GT-designation left him feeling a little lukewarm, and after five track days, he recognized his need for something with a bit of that single-seater urgency he missed.

First kiss

Rather than go full-180° and buy another spaceframed car, a trailer, and a tow rig, he decided to compromise in the name of practicality. For him, the S2000 was the only fendered car in his price range that had the pointiness he was after. Plus, he didn’t mind hacking one up.

He found an AP2 that, while a little rough around the edges, was a suitable candidate for a track build. A little patina and some missing interior panels didn’t upset him, but the blown Konis certainly made the trek from Los Angeles back to San Francisco less than comfortable. Thankfully, he knows a good chiropractor.

However, those minor annoyances faded when he took the car to Laguna. There, he was reacquainted with all those familiar feelings from his college days — plus a new form of fear.

“I don’t think I’d ever driven something with so much lift-off oversteer before, though that was due to the setup in some part.”

The Honda had teeth; its mystery alignment kept Shan guessing when it would slide. However, even on ancient RS4s and a comically snappy setup, the car was eagerly responding to his subtler inputs. It kept him alert and, with a little time to learn its habits, it raised his confidence.

After adding the first round of track-day bolt-ons – brakes, wider wheels, and a set of forgiving NT01s – he could start exercising his old approach to finding speed. Shan had a few areas of focus:

Ergonomics

Ensuring everything is easily reached was paramount. As he learned from FSAE, the more comfortable one is, the harder they can push. For this reason, he added a very bright shift light directly in his line of sight.

Chassis first

Aside from a Hondata piggyback and a testpipe, the motor would remain stock; the gains would be made in cornering speeds.

No more than necessary

Only parts that had proven to cause a bottleneck or had failed would be replaced. This was done to save, but also to ensure his engineering abilities would be put to good use making the most of what he had.

After accepting the limitations of his Konis, he splurged on a set of JRZ RS Pros. They’d been vetted by his car-crazy colleagues. Raised to an appropriate ride height and aligned correctly, he started putting in the seat time.

The car stayed as it was for some time as Shan delved into the data and refined his technique. “I analyze my laps through RaceStudio and take very detailed setup notes after a session to make sure I'm aware of what's going on, what changes i'm making, how the car responded to those changes, etc.,” he stated.

Complex, but simplifying

When it came time to add some aerodynamic pieces, he used his analytical mind and his engineering ability to make the most of the new alterations.

“My first laps with aero weren’t much faster than my previous best,” he started. “I was still driving the car like I had been before the wings; tentative at corner entry, braking somewhat gently. The aero changed that. I used to worry about oversteering too much at turn-in, but I can throw the car into the corner now. If it needs to scrub some speed, it’ll just understeer.”

He could start changing some parts to make use of the additional aero loading. “Previously I was running a less aggressive compound in the rear because the car was prone to entry oversteer, which would only get worse if the pad compound in the rear could cause momentary locking. With the aero grip, that’s no longer an issue, so I have a high-torque pad at the rear.

Clearly, the right sort of aero helps not only with outright cornering speeds, but stability as well.

Drag bad, grip good

However, this all comes at a price; drag cannot be overlooked in a low-powered car like the S2000. Trimming the wings was vital to find a net improvement in speed, and after using the suggested window for optimal wing angles from 9LivesRacing, he timed every subsequent alteration until he found the fastest settings.

“One thing I did after the first aero day was try to visualize the corner speed increase and drag increase around Laguna. I made plots to understand the behavior better. I could reach out to people with more racing/motorsports experience too, to see if this aligned with what they would consider a car with properly functioning aero, so it was decent validation.”

Shan had to increase his spring rates by 100lb/in to handle the aerodynamic load.

Shan’s taken a studious, resourceful approach to building this gleaming AP2. It might not sport top-shelf parts in every area, but those used have been tweaked and fettled to get the most from them.

An ideal setup is only possible if one has the ability to run the necessary calculations. Shan’s background in racing a clean-sheet kind of car has helped him see what’s vital to speed, and that alone gives him an edge that primo parts alone cannot trump.

He’s clearly passionate about the engineering side of things, too. In fact, he’s used his engineering expertise to build new bits to improve the overall package. They might not be obvious, shiny, or expensive, but, in aggregate, they make a major difference.

“When I have the time, I’ve been using some of the 3D printers at work to build some basic parts to help. For example, I put together some supports to prevent the trunk from flexing at higher speeds.”

Though the car is fast and forgiving, Shan’s still seeking a sharper edge. “The front is much less effective than the rear, and, for now, I just deal with the understeer. I’ll try increasing the rear spring rates to encourage some rotation. It’s not a normal way of dealing with an aero problem, but it might work.”

He’ll find a solution — even if it keeps him in the garage all weekend. For Shan, staring at plots all Sunday to find a few tenths is time well spent.

Parts List

• Sakebomb rear sway bar, Eibach front sway bar

• Bump steer + roll center correction kits

• Recaro Profi SPG driver's seat

• JRZ RS Pro (900lb/in front, 800lb/in rear spring rate)

• Racebred Components front splitter kit

• 9LivesRacing rear wing

• Wilwood Superlite front BBK w/ Carbotech XP12 brake pads all around

• Hasport polyurethane engine and differential mounts

• Maxxis RC1 255/40-17

Dustin's Supercharged M3: A Lesson in Applied Economics

He wasn’t intimidated at the prospect of buying and tracking an E46 M3, but Dustin Furseth felt some pressure to build one in a way that would allow him to balance his checkbook. That’s a normal concern, but with a baby on the way, he couldn’t afford to get in over his head.

But with the car’s reputation and its strong aftermarket support, as well as his knack for finding a little sponsorship here and there, he turned this basic road car into a approachable, reassuring, and still-somehow-comfortable track toy in only a few years. It also makes 500 and change.

For the first few seasons of track work, Dustin was known to leave a child’s car seat by his parking spot at the track; sometimes he’d drop his boy off at daycare before putting in four or five sessions. He wanted to make the best use of his time, clearly. For that reason, after adding MCS one-ways and Ground Control arms, he hired a coach for several weekends and refined his driving style.

His approach was an intelligent one. After one impressed coach suggested he try a more competitive form of motorsport. Dustin finally had the confidence to step up, and after a friend recommended Global Time Attack, Dustin entered his modest M3 in Street Class.

In time attack, he found a sparring partner in Karl Taht, whose S2000 was, on average, a hair faster at technical tracks. Dustin’s M3 usually had the upper hand at faster tracks, but the two were trading tenths regularly and pushed to get the most from themselves and their cars.

Not interested in mega power or hiring someone to fabricate piping, Dustin picked this easily-installed kit.

When Karl decided to turbocharge his F20C, he inadvertently dropped the gauntlet. Dustin responded by modifying his S54 with a trick head and some big Shrick cams, but it was no longer a reliable motor. After a year and a half, it popped.

When it came time to rebuild, he considered another attempt at a highly-strung engine, or, as his friend had, he could try forced induction. A little research convinced him he could bring power up by 200 and still save some money over another strung-out S54 if he could bring himself to boost a stock engine.

With an ESS G540 supercharger kit, he had to upgrade the clutch to a Clutchmasters FX725, beef up the cooling system with a Mishimoto rad and oil cooler, and add a little ducting to ensure air flows through the right channels and isn’t recirculated at the backside of the radiator.

Now, the boosted S54 is a real powerhouse—legitimately GT3 RS-strong, distinctive, and resilient. Even though the blower makes a peak of 515 at the wheels, it doesn’t change the delivery or the driving experience that much from when the engine made 300 at the wheels.

The blower doesn’t really change the shape of the curve, it just elevates the curve a few hash marks higher on the dyno chart. It feels intuitive. What is most different about the new powerplant is that there is appreciable torque where there once was none. It’s not peakier than the engine was originally, it feels like there are a few more cubes available.

An RS Future splitter helps encourage a neutral balance at speed.

The power was easily transferred into propulsion before the blower, but the new grunt alters the way Dustin has to depress the pedal. With eight pounds of boost at his disposal, he can spin the wheels for a hundred feet after a second-gear chicane if he’s out to impress a passenger.

However, the car’s grip and poise means it still takes a lot of provocation to do so. In other words, car can still be leaned on mid-corner and generate strong drive off the corner, provided he’s not using the wrong gear.

There is the matter of gear selection. The hairpins which rewarded a second-gear exit now have to be taken in third; the power delays throttle application in sections where the car is traction-limited. Not everyone considers it, but if a bump in power means it takes longer to deploy it, is it worth the addition?

Going from a 275-square setup to widening the rears with 295s has made the car border on high-speed understeer.

The answer is yes. Even when it does light up the driven wheels, the rear remains planted. Maybe that’s the APR GT250 wing imparting some stability, but even in slow hairpins, the factory LSD does a stellar job.

This staggered setup promotes a little understeer, but it’s a minimal amount of push and it’s really only noticeable in faster corners if he’s hasty putting the power down. Yes, there is an iron lump up front, but the big motor doesn’t make itself noticeable unless the throttle’s stabbed mid-corner. Line things up after a committed flick into the corner, then power out with encouraging neutrality.

For all this fun, he’s had to pay another fee on top of the supercharger’s purchase price. The oil breather, after enduring high revs, would mist onto the belts, which would underdrive the water pump and overheat the engine. After a quick fix involving a rag and some hair ties, the engine hasn’t given him any other headaches.

“The brakes have been a great addition. When I put something on my car that I believe in, I try to explain it to people as best as I can.”

The added strain on the brakes from a middleweight with serious power made it necessary to go for a big brake kit. However, he wasn’t keen on spending the money needed to buy the AP Racing kit he had his eyes on, so he found an affordable alternative.

Underneath his Apex VS-5RS, he opted for PB brakes front and rear. The fronts use eight-piston calipers and 380mm rotors, and the rears use six-piston calipers with 356mm rotors. Complete with the motorsport-grade bobbins, knockback springs, and floating rotors, the kit has proven itself track-worthy. The calipers are finished in a subtle shade of silver that blends in beautifully, too.

By milling down used pads bought from endurance teams, he’s saved himself money and time. The rotors rarely need replacing, the pads last thirty-odd sessions, and even with the old Mk20 ABS, the car inspired a lot of confidence in the braking zones. Higher speeds and ~3,000 pounds put some real strain on the binders, but the PBs have handled that well.

And despite all that focus and performance, it’s still very much the sleek machine Dustin bought seven years ago. Yes, the wing and RSFuture splitter, and N15 vents leave nobody doubting its role as a track toy, but Dustin’s insistence on leather-wrapped Recaro Pole Position NGs and the retention of most of the interior prove he’s after a little more than speed alone.

It doesn’t come as a surprise that Dustin is an architect—he has to weigh aesthetics and functionality as part of his job. The soft shape of the car, the silver and carbon-black scheme, and the simple execution make it a stunner that you can sit and drink in for minutes, even if it doesn’t call your name from across the paddock.

In other words, it’s a complete car—and not many cars built on a careful budget are truly complete. Dustin did his homework, though, and even with a full plate, he got where he wanted to be quickly. Stay in school, kids.

Modifications

• EE G540 Supercharger Kit

• Rogue Engineering section 1 and 2

• Agency Power section 3

• Epic Motorsports tune

• Naturally Agitated Stage3 VANOS (ported for higher oil pressure)

• SAP delete

• Electric fan conversion

• Turner power pulleys

• Sachs clutch

• Mason pedal box

• APR GT250 wing

• CSL carbon roof

• CSL trunk

• CSL diffuser

• Hard Motorsports splitter, upper canards , and carbon door cards

• MCS 1-way coilovers

• Apex VS-5RS 18x10”

• PB BBK with 8-piston 380mm fronts and 6-piston 356mm rears

• Hawk DTC30 pads

• Sparco Seat

• Schroth harnesses

• Custom 4-point cage
  
  
  
  
  

Werkshop's Paint Protection Film Keeps Track Cars Sparkling

Oil, rubber, dirt, and miscellaneous debris can quickly wear down your car’s coat, and not everyone is thrilled with the patina of a well-used track missile.

Track Car Tarnish

Nate bought his S2000 in showroom condition, then promptly pockmarked his bumper through a couple years of autocrossing. When he tried to scrub the conerash off, his cloth started taking paint along with it. That scared him from attempting any real fix.

He held off on solving the issue until a year later, when the front bumper was now sandblasted from running in close confines with messy cars at Speed SF track events.

After respraying his bumper, he realized he wanted to keep the car looking as fresh as possible, so he consulted with Wyman at Werkshop.

Wyman uses SunTek® PPF Ultra to keep his customer’s cars clean. A durable, nearly invisible, self-healing top coat smoothens out blemishes with heat from the vehicle or the sun. The coated portion remains soft and smooth to the touch—in fact, its finish is noticeably slicker than that of most factory paints.

After ten events, the car remains immaculate.

“I’m comfy parking this up someone’s behind on track and I don’t worry about the paint at all,” Nate noted. The little stuff which sticks after the end of a session is now easily wiped off.

Exotics Too

There’s real dollar value in preserving paint—especially with an exotic. After the owner of a McLaren 600LT put two years of track miles on his car, the once brilliant, glossy black had been rendered nearly matte by debris and damage from the elements.

Paint correction was the first step in revitalizing this supercar. The second was bringing it to Werkshop to get a layer of paint protection film applied over the angular front.

For this style of vehicle, Wyman starts with a computer-cut film designed to adhere to the specific contours of the McLarens angular face.

Werkshop’s PPF gave the scissor-doored supercar a new lease on life.

While this shape is provided to him by the film manufacturer, Wyman takes the original pattern file and makes slight improvements using Core software—improvements he’s learned from decades of wrapping experience. “I try to enhance the shape slightly to hide the seams and improve overall coverage,” he added.

The McLaren’s job was performed in the pre-cut fashion due to the complicated shape of the car’s angular face. For broader, flatter, simpler shapes—as well as entire bodies—Wyman tends to use the hand-cut method. This is, as you might imagine, a more simplistic approach which involves a large roll of the material cut specifically to adhere to a large-faced shape.

Smaller jobs and simpler shapes take less time. For a basic frontal covering, expect it to take two days. For a full-sized car or truck, as much as two weeks is needed.

In the event of a big job, Wyman includes a free inspection two weeks following the fitting of the film. After a wash, the film is assessed and any imperfections are fixed.

Setting the car up for a long protected life is evident much later. The remainder of the McLaren’s body wasn’t protected. Over the following year, the car was regularly tracked and the result was predictable. While the covered nose remained pristine and had weathered the elements well, the rest of the car’s exterior had taken a noticeable beating by the sun, pollution, and the occasional flying rock.

Werkshop

1317 N Carolan Ave, Burlingame, CA 94010

(650) 588-8384

James Snell's Supercharged S2000: Bold is Better

Four years ago, James hadn’t even considered tracking a car. Though he was definitely a dedicated gearhead, he preferred lowriders and rock crawlers, mainly. Some of his friends had taken the track day plunge, however, and a few of them were adamant he branch out a bit.One Saturday morning, he drove out to Streets of Willow with a few eager buddies and everything changed.

The giddiest of his friends also had good taste; he brought his S2000 along and threw James the keys. He also had trust and good manners—he only asked that James bring it back in one piece. The casual introduction had clearly had an effect, because, just one month later, James had bought one for himself.

Good Hands

It was no ordinary S2000, either. This AP1 was previously owned by a Ballade Sports employee, so it’d been given lots of love and attention. Along with some choice body modifications, it came fitted with KW V3s, a square set of RPF1s, an exhaust, an intake, a halo-style seat, and an F22C motor with roughly 40,000 miles. For someone dipping their toes in the water, James couldn’t have been luckier—the price he picked this one up for would irritate a lot of prospective buyers these days.

The car came with an OEM AP2 front bumper and CR lip, a replica CR trunk wing, and a full carbon hardtop weighing only seventeen pounds.

As nicely sorted as this example was, the AP1 is not a forgiving car. “The first few times I drove it, I probably spent more time spun off-track than I was on-track, but I didn’t care. I set a 2:14 at Buttonwillow 13CW and I felt like a rock star. I may’ve been going off a few times every event, but—and I can’t stress this enough—I was having the time of my life.”

“My motto then was: ‘If you’re not spinning, you’re not trying.”

However, he adapted rapidly. “Smooth is fast in that car. The more I softened my inputs, the better the car responded. My lap times fell, and I set my sights on a pretty significant goal early on. The aim was to set a Buttonwillow 13CW lap under two minutes on 200TW tires without the help of any aero.”

As James learned, trimming the first few seconds is easy. Three years passed before he was able to whittle his times down to something nearing his goal, but he didn’t care too much. Again, the thrill of driving and learning the nuances of the S2000 were the wind in his sails.

One of his biggest hurdles with the car was learning how to gel with its nervous behavior. “I was usually leaving some on the table because the rear was on a knife edge,” he said. It would give him the willies when the S2000 would rotate at higher speeds, but James realized that he had to suppress his instinct to lift his right foot. Backing out in that situation doesn’t always work well in this very pointy car.

After getting enough experience with the car’s edginess at higher speeds, he returned to Buttonwillow on a set of A052s which were well past their prime. Even after spinning the car six times, he didn’t falter. That day, he was determined to find those last few tenths.

When he saw a 1:59.7 appear on his AiM Solo, he whooped. “I went from setting a 2:14 in the same car, essentially. Sure, I moved from a Nexen to an Advan, but the car was identical otherwise. That gave me the permission, if you like, to take the next big step with this car.”

Forget Incremental Improvements

At this point, James was nearing his sixtieth track day in the car. To give it a commemorative special touch, he decided to douse it in a shade of green most often seen on Porsches. “I’d wanted a GT3 RS in Lizard Green, but I couldn’t justify the cost—I could buy a duplex for that money.”

Getting the professionals to paint it that color wasn’t cheap, either. Instead of forking out enough to buy two new motors, he set up a makeshift paint booth in his garage, studied YouTube, spent a thousand in materials, and gave it a whirl.

Not surprisingly for a car with such battle-worn exterior, prep took far longer than anything else. So much of the original panels were beaten beyond the point of sensible continuation. In the place of the old panels, he added J’s Racing front fenders and rear bumper, as well as a set of ASM rear over fenders. Over the course of four months, he spent three-hundred hours replacing panels, sanding, and swearing. The painting itself only took a few hours.

Then came a Voltex Swan Neck and a Racebred Components 3” front splitter. Along with the aero, he added a set of JRZ RS Pro coilovers and a Karcepts front sway bar which made a “night and day difference—it was almost a new car. I think the V3s were well past their prime, and I might’ve handicapped myself with those. When I finally got the right equipment, I immediately dropped my best at 13CW to a 1:55.7.”

Ready for Some Overdue Jam

The motor had been through the ringer and in July 2020, the motor dropped a valve. He spent the summer rebuilding another 2.2-liter Honda short block with a Port Flow Design cylinder head built by Tom Fujita. With Supertech dual springs, valves, and retainers, he’d be able to beat on it without worry. However, it was still lacking a little jam.

For that reason, he unsheathed his credit card one Black Friday and ordered an HKS GT2 Supercharger. That was the first of many modifications needed to double an F22C’s output.

With the guidance of Son Vo and FormulaS, the new engine package was fortified with a V-mount intercooler, plenty of ducting, 1300cc injectors, an AEM V2 ECU, and all the custom piping needed to keep the motor running cool.

Plans for a Forced Induction Future

The beauty of this supercharged motor is that it will remain as tractable as it was pre-blower, but with nearly twice the power at the top-end. Because of its linearity, it should be tractable, even with the stock differential.

To ensure over 400 horsepower is put to the pavement cleanly, he’s also widened the footprint a little with a set of Titan7 T-R10 wheels measuring 18X10.5”. Though he hasn’t settled on a specific tire, he’s thinking a square set of 295-section Hoosier A7s. Not only will the car put the power down, but it will stop in a fashion that might let him reuse his original braking points. Well, maybe.

“After seventy-five track days, I’m still ear-to-ear. Actually, I’m like a kid on Christmas the day before a track day. I purposely don’t drink caffeine from noon onwards so I can sleep. It doesn’t really work; I end up getting up at 3 AM and watching racing videos on YouTube until I leave.”

“What I’m looking forward to more than anything is that, once I pass Sunset, I’ll no longer feel like checking my e-mails.”

With the major drop in time he enjoyed after the last big step in modification, maybe his new goal of a 1:49 at CW13 is in the cards. Whether it is or isn’t, it’s certain that he’ll be grinning the whole way there.

Adam's S13 Coupe: Silvias Do More Than Slide

Some might think that S13 coupes aren’t really suited to turning quick laps, but some know better. Adam Swan’s owned thirty-five different S-chassis cars, so he knows better than most. This particular car, bought before some of the JDM favorites were considered investments, only set him back a few grand. That would be a steal for a stock car nowadays, but this one had the running gear from an S15 Spec R.

That means an SR20DET, a six-speed transmission, and the viscous limited-slip differential in a body weighing around 2,750 pounds. It was immediately at home on canyon roads and shorter drift tracks, where Adam beat it mercilessly for the his first few years of ownership.

It even got the S15’s gauge cluster.

At the time, he was crewing for Valkryie Autosport/GOTO Racing, then running a Nissan R35 GT-R in various time attack series. Inspired by the challenge he was partaking in, he decided to take his recently acquired S13 and try the road course for himself.

Being light, moderately powerful, and rear wheel-drive, the S13 had the bones to become a track car. He called upon his experience and added some budget basics to free up a few horsepower and find some support.

For the power adders, he grabbed a trio of no-name budget bits: a 4” turboback, a front-mount intercooler, and a manual boost controller. Good enough for a healthy 220 horsepower at the driven wheels, which, after stripping the interior and stuffing a Joshua Sher half-cage in there, made for a pretty punchy machine. Great torque and a much wider powerband—one perk of the S15’s variant of the engine—propel this 2,600-pound car at a surprising rate. It’s not just about peak power, but mass, gear ratios, and available traction.

Forget Fancy Stuff

That last trait benefited from the first major handling improvement: 5Zigen FN01RC wheels wrapped in a staggered set of Toyo R888Rs—235s up front and 255 in the rear. To make the most of the wider footprint and improve support, he added Fortune Auto 500 coilovers, SPL tie rods, and a no-name front swaybar bought off eBay. Remember when an S13 was a budget sports car?

Even without primo parts, the package was enough for fast laps without any drama. However, it was nearly stock in other areas, and that became a problem when the factory S14 one-piston brakes would vary wildly from corner to corner, even with upgraded pads. Additionally, the VLSD’s tendency to peg-leg limited a lot of his corner-exit potential. Not perfect, but not too bad for what was essentially a stock car.

Life was stress-free a long time; going to track days without breaking the bank, running full laps without worrying, and putting in respectable times. As his confidence grew, Adam started to wonder if a few aero pieces might not make a massive difference. Adding an Alumalite splitter and an NRG rear wing spruced up the basic shape of the Silvia, but the aero change worsened his confidence.

Some inspection from the sidelines showed that the trunk was flexing under the pressure of the wing. This was due to a lack of trunk reinforcements, which, when added, made a huge difference. The balance went from being skittish at higher speeds to neutral with a hint of understeer in the fast stuff; something easier to lean on when learning the basics. It also helped cut about five seconds off his previous bests.

Adam recognized that what the car required was a little fine-tuning at this stage. Switching from Toyos to a set of Advan A052s proved to not only give him longer stints before the tires’ performance would dwindle, but after playing with pressures for a few lapping days, he found that he was getting much closer to that reassuring sort of balance he’d been after for some time.

By getting the preloads, ride height, and cambers correct, he was able to feel at ease while pushing. When the rear stepped out, his drifting experience came in handy. Even though the of the suspension wasn’t widely adjustable, he could get it to do what he wanted it to.

He took it to Global Time Attack twice, both times competing in the Limited Class—a best of 11th in 2020.

Resurrecting the Silvia

His business SwanSpeed has picked up in the last couple years, so the trusty Silvia has taken a spot in the back of his garage. Though the engine’s been plucked from the bay, it’s not a cause for dismay. The reason it’s gone is because he’s finally found the sponsorship needed to make the car a front-runner in Limited.

The body’s been widened with Origin overfenders to run wider tires; 275s at the rear—hopefully enough to harness the power the new motor will make. The heart of the new build, currently in progress, is a TEM Machine IndustriesM-built SR20 with forged internals, a quick-spooling turbo, E85 capability, and with any luck, a little over 500 horsepower.

The Silvia might not have the traction of some of its rivals, but it’s an underrated chassis in a grip setting. It doesn’t have much mass to push around, nor does it have many vices. Provided the brakes and differential are replaced for something a little stronger, Adam might be able to give his inconspicuous Silvia a fighting chance against the S2000s and GT-Rs. Not terrible for a car with less than ten grand invested.

A big thanks to Horsepower Industries for their endless support.

Jake's S2000: Balance and the Best of All Worlds

The first 5-10 track days went well. Jake Montinola’s E36 M3 was so forgiving, so comfortable, and so beautifully balanced that the start was without many worrying moments. That changed when he tried an S2000 on the tenth event. He was hooked immediately, and the ease with which he entered into racing was replaced with trepidation. But that justifiable concern was tied to a sort of excitement that Jake knew he needed more of in his life.

The breakaway in the S2000 was faster, the reactions faster, and the need to drive it more smoothly forced him to alter his style consciously—one of the first things he changed. Gary Yeung and Gary Wong were huge influences who helped reshape his style to be smoother, neater, more considerate of things like the rate of brake release, and much more concerned with keeping the rear underneath him. Some people can drive the S2000 with a lot of slip angle very effectively, but the inherent pointiness of the car requires a delicate touch, regardless of driving preferences.

Gary Yeung of Elite Performance also lent a hand with the servicing and upgrades. For a long while, all the car had was an HKS exhaust and a set of Winmax pads. That was enough—Jake had been struggling to keep the fidgety car pointed in the right direction. “I probably spun it every other session the first couple times I took it out,” he laughed.

The softness of the S2000’s stock suspension became an issue he didn’t want to deal with any longer, so to try and minimize some of its willingness to oversteer, he installed a set of Ohlins DFVs. The body control improved, but he came to find that he liked the S2000 with stiffer suspension underneath it. In the Ohlins’ place, he moved onto the HKS SP coilovers that “made a world of difference.”

That didn’t mean it became an inert lump of metal. The car turned fantastically when he replaced the stock wheels with a set of Weds Sport TC105s and 255-section Advan A052s. “Turn-in was immediate after that. Then Gary [Yeung] helped me neutralize the car with a few setup tweaks. I added a front sway bar, which helped stabilize the car. I then played around with the rear dampening, as well as a more aggressive alignment with more rear camber helped improve rear traction.

Always a fan of the ASM cars, Jake made his look like one with their front bumper and wider fenders.

In addition to having this extra pointy front end at his disposal, he had a fantastic braking system with real anti-dive to help the platform stay solid so the driver could absolutely stomp the middle pedal at the beginning of the brake zone. “The stock brakes were great, but eventually I upgraded. The Stoptech ST40 front, a reasonably priced setup, has paid off some of the initial cost with pad savings over the last couple years. “Plus, the brake feel stays consistent through a session, and I never have heat problems. I might’ve cracked one rotor, but I think it’s a great kit for the price.”

The motor went on for years, but once he passed the 170,000 mile-mark, it let go. He turned to Gary for a rebuild, who was mindful of Jake’s budget, so he used OEM parts where he could—including OEM AP2 valve springs and retainers as they’re a little stronger. Along with those, he added a Ballade baffled oil pan as well as a valve cover baffle to reduce blow-by.

Over time, he got tired of the Silverstone Grey and went with a variation of Porsche Chalk.

Though some friends felt he ought to try and spend more time learning the car before adding aero, he couldn’t resist grabbing a J’s Racing Type 2 wing. The snappiness at the rear was still noticeable—though Jake acknowledges it could’ve been his driving—so he went to the next logical step. With Megan Racing rear toe arms and rear roll center adjusters, he could correct the geometry with the rear sitting as low as it was.

With that, he’d nailed the setup. “I had 100% confidence in the car. I was attacking the esses at Sonoma and actually had a few scary moments, but I kept pushing. The car was perfect.” With a subsequent string of flawless track days, Jake hit his personal bests at Sonoma, Thunderhill West, and Laguna Seca in a short time.

Well, almost. Jake’s always loved the looks of the ASM S2000s—cars that have been able to get around Tsukuba in 56 seconds without the help of a turbo, so he grabbed himself an ASM IS11 replica front bumper to help balance the rear downforce with a little more front bite. Along with that, ASM’s vented front fenders made it possible to add a square set of 17x9.5” Volk ZE40 wheels wrapped in either Yokohama A052, Nankang AR1, or the new Nankang CRS. With all the grip available, Jake now was a little worried about something snapping.

The most renowned failure points, the hubs, had to be replaced. The front hubs are new Honda items and the rears are Karcept’s replacement hubs, which are filled in solid where the weight-reducing cut-outs are on the backside of the already thin OEM hub flange. These beefier items remove the factory rotor retention screw holes for reportedly twice the strength of the standard hubs. Along with those, he replaced the wheel bearings with standard Honda items and added ARP extended studs at all four corners.

There’s not much more he feels is needed to make this car just about perfect. A better set of Penske 8300 coilovers are currently on their way. Following that, he’ll upgrade the bushings, add a 4.3 final drive, and install a Cusco 1.5-way differential. Hopefully this diff will save him the headache of popping stock diffs—he’s been through a few already.

“I feel it’s better to keep it closer to OEM,” Jake asserts. “That way, I’m working more on my driving and worrying less about something going wrong.” The package has been built well and sports some strong parts, which should make it more than enough for consistent, stress-free, fun driving.

That’s it for the winter mods, but then there’s the change in mindset: he has a plan to go back, attack, and hit a few new PBs. He’s just been calming down a bit, enjoying the drives, and using it as a coaching tool lately—and that is no criticism of the car. It only shows that a car can be equal parts fast, fun, reliable, and challenging. Only some cars can wear a few hats well, and this lightly-tuned, rock-solid S2000 is certainly one of them.

Sean's S2000: Happy To Take The Abuse

Sean got his racing introduction through Spec Miatas. From 2006 to 2009, he spent his time on racing these little cars and learning the finer points of how to keep minimum speeds up. Close competition and no power acquainted him with the challenges of rolling entry speed and minimizing scrub—the two best ways to find speed in an MX-5. Though true with all cars, finding real speed in the Mazda depends entirely on those two. Whatever mark was left on him through those years of competition served him later in life when he sought the answer to a question that’s plagued many drivers: what really matters in a sports car?

After graduating in 2010, his new job started taking up more of his time. No longer would his schedule allow for the hectic race weekends, so he sought his kicks in a more cost-effective, flexible fashion: lapping days.

However, he found that his Miata was hopelessly outgunned by the V8-powered cars at track days. Even mid-tier Camaros using two-thirds of the track would walk away from him, so he wanted sometime more powerful to feel closer to the front of the pack. The answer was not a muscle car, thankfully, but another lightweight with more power and a better weight distribution.

His Lotus Exige was fast, but it was beset with problems. Setting one up took a lot of innovation as there were very few local HPDE drivers driving them back then. It also had a habit of heat soaking after a few laps, so he was pressed for time to put in a flyer. Plus, he was constantly sweating the inevitable repair bills. “At the end of the day, I realized I was only getting about twenty laps in on any given track day—tops. I couldn’t shake this feeling that I was working too hard for not enough payoff.”

What Really Matters

Sean’s foray into lapping days in an exotic was a little underwhelming, so he took what some may consider to be a step backwards and purchased his friend Tom’s 2005 S2000. The car was largely unmodified, with just a roll bar installed by SpeedSF veteran Dan Avon.

Rather than seeing this as a demotion, however, Sean saw it as a step in the right direction. The S2000 offered him some of that Miata reliability mixed with much more speed. Most importantly, it offered a better balance of time invested and emotional payoff.

“The car had to offer me a couple things. First, I wanted to focus only on my driving. Also, I wanted to have a car that had been well developed already, mainly so I could save time setting it up, but also so I could gauge my performance against other drivers with similar equipment.”

There was another realization he had after moving on from the Lotus to the Honda. The more mechanically sympathetic approach needed in a fragile, powerful car kept him from feeling truly alive. He preferred something he could push harder and harder until he found the limit—something not restrained by too much power, heat soak, or any other technical setbacks. “There’s a strong correlation between my happiness and the amount of time spent at full throttle,” he declared.

Naturally, the simpler S2000, all too happy to take the abuse, gave him an opportunity for unrestrained, aggressive driving without him feeling any need to baby the equipment.

Build Ethos

Inspired by the quick local S2000s built by Seigo and the Garys (Yeung & Wong), he got to work sorting his car out. The objectives were to stick to the proven parts, retain all the factory body panels and all of the interior pieces, and avoid JDM parts. The last aim mainly for price reasons.

The parts list is short, but a car that is so strong from the start doesn’t need much other than a committed driver.

Unmodified 183,000 mile AP2 engine

Ohlins DFV dampers (a little on the soft side)

Karcepts sway bars F/R

Racebred 3” splitter

Factory CR lip

AJ Hartman swan-neck wing

Stoptech C43/C42 brakes F/R w/ SR33 pads

Recaro SPG bucket seats

Sabelt six-point harnesses

Titan 7 T-R10 wheels

Maxxis RC-1 R2 tires

Despite trying hard to avoid the pricey Japanese parts, a Mugen steering wheel founds its way into his life and the price was too good to pass. Once the rule had been broken, he had less of a problem adding the renowned OS Giken limited slip differential. “I guess I failed with that aim,” he laughed.

A Motivational Sparring Partner

To get the most from the car, Sean had to set it up so that he could steadily increase his forcefulness behind the wheel. Therefore, it had to be confidence inspiring and somewhat stable—it had to encourage him to push.

Sean describes the Honda as neutral bordering on pushy. The mild downforce encourages smooth inputs, and its intuitive brake balance makes it fairly easy to trail brake. Despite the grip, it’s still a 220-horsepower momentum car that needs to be driven in hard. In fact, throwing the car around a little and tempering any excessive aggression is the way to get the most from it.

Though this footage Sonoma demonstrates a safe sort of understeer in the first two laps, he is able to unlock a little more rotation simply by pushing harder towards the end of clip. After a 1:52 and a 1:53, he found a little more confidence needed to start asking more of the front and neutralizing the push with more curb usage and a lot more entry speed. Getting on top of the car and ramping up his steering rate resulted in him chopping two seconds off his previous time, resulting in a S4 class win and a new class record of 1:50.6.

“I can set the fastest time on the seventh or eighth lap in this car, so I have plenty of time to put together a lap methodically. It allows me to build up the pace and drive quickly without taking too many risks.”

After the car’s competitive debut this summer at Sonoma, Sean looks forward to continuing to learn from the great S2000 pilots in the area. Thanks to the S2000’s encouraging nature and the supportive, relaxed format of the Speed SF Challenge, he’ll be able continue whittling away his laps and learn everything that raising minimum speeds requires. If he’s given some more time to fine-tune the setup and carry all the cornering speed he learned in Spec Miata, he’ll find a couple more seconds—no doubt about it.

Seigo Ma's S2000: Grip and Reassurance

Photo credit: Jebin Huang

Seigo’s had a thing for lightweight Hondas since day one. His foray into track driving came through an RSX, and after about four years of that, he tried his hand at FR with an AP2 S2000.

With Gary Wong’s car in his reticle, Seigo started building this Silverstone Silver AP2 into a car that could run at the sharp end of S3. He began with a set of HKS Hipermax 4 SP coilovers, Stoptech ST40s at the front, and whatever inexpensive tires he could get his hands on. Cheap was the operative word with rubber choice; seat time was everything at this stage—especially if he wanted to get anywhere near Gary and his clean, measured, unruffled driving.

Photo credit: Jebin Huang

Despite it being his first FR, Seigo took to the S2000 quickly. Being an AP2, the rear is slightly more stable than its predecessor’s, but that doesn’t take away from the the accomplishment of adjusting so quickly to a very pointy car. Modeling his S2000 after Gary Wong’s car, he made some of the same changes to setup which help Gary drive quickly without taking in too many liberties.

After he grew tired of the silver paint, he applied a metallic green wrap to help his car stand apart.

He made sure the car remained stable and predictable at the rear so he could push comfortably. “The OS Giken differential, man! After I rode in Gary’s car, I saw how much better the car could exit corners. He’d just stand on it and the rear would take it,” Seigo said.

While the pumpkin was off, he changed the final drive to the “happy medium” 4.3. This was just enough to keep the motor out of its lackluster mid-range more of the time without the inviting constant shifting a 4.44 would require.

And if he was going to get a more stable rear, it only made sense he’d find more composure everywhere. The addition of a set of JRZ RS Pro 3-ways, found secondhand for a steal, he could hustle this car over rough spots, berms, and undulations like never before. “After the JRZs, the dorito at Thunderhill West was just afterthought,” he laughed.

Further improving the stability of Seigo’s S2000, he went for a little aero. “I didn’t want to spend thousands and wait months for a real one, so I got an Voltex Type II replica that I eventually replaced with a swanneck-style replica.” Now, the S2000, which he’d just recently wrapped a metallic green, had much more stick at the rear than most in its league.

To help the aero balance, Seigo added a trick Racebred Components front splitter—the pretty one with tunnels. These help produce more downforce than the traditional flat splitter. In theory, the tunnels work with the fender vents to help reduce front end lift.

By that stage, he’d addressed the main aims regarding balance and grip, arguably the most important traits with a track-focused S2000, so a few power adders were in order. The list was short: a Blacktrax tune, a 70mm Ballade exhaust, Mugen header, and an AFe Performance intake. The total output wasn’t much on paper, but 230 horsepower at the rear wheels in a 2,700-pound car with the right gearing is a surprisingly quick thing.

Still, horsepower was never its thing and will likely never be. “Power adders are expensive, so I’m just going to focus on weight reduction for now,” Seigo added.

Never feeling torque-limited has payoffs—namely in corners where the tires are thrust into the pavement. With a flat underbody extending all the way from the splitter to the Spoon replica diffuser, he’s able to take some quick corners without much concern. With Thunderhill’s Turn 8, it’s just a matter of turning in and staying flat—all at around 108 miles an hour.

“It’s so easy to drive at the limit now! It does exactly what you want it to do, and although it doesn’t have that much power, it can catch more powerful cars—even at Thunderhill East. They walk away in the second half of the track, but I can close the gap in from Turn 1 through 8, though they’re still a little faster in Turn 7.”

Eventually, he had to address one of the S2000’s few shortcomings. With a kit consisting of RX-8 rear calipers and Mustang vented rotors, he got rid of the overheating problem which plagues the stock rear solid rotors. While at it, he decided to upgrade the rear hubs to Karcepts. He’d seen the way Gary Wong’s hubs had given up at Thunderhill West and had no desire to experience that himself.

For now, the desire to put him in contention with Gary Wong and not damage his bank balance has given him one route to follow: weight reduction. With a lighter Shorai battery, APR carbon mirrors, and a carbon fiber hardtop, he‘s trimmed a good hundred pounds from the car, but it’s still about a hundred away from his target weight. He hasn’t committed to the idea of turning this car into a rough, amenity-free track scalpel, but with the indecisive way he’s been casually removing interior panels, it’s not hard to guess where he’ll be in a year.

. With a little dieting, there’s a chance he could give Gary a good fight.

Exterior:
-Fender Roll/Pull
-Replica Voltex Type 7.5 1700mm
-K1 Style Ducktail
-Alumalite flat floor
-Voltex Style Fender Flares
-Racebred Components Splitter with tunnels
-CR Style Lip
-Fender Vents
-Mugen Style Hardtop
-DF Style Side Skirt
-APR Mirrors
-OEM Hood with Trackspec Hood Louvers
Wheel/Tire: Titan 7 17x9.5 with 255/40/17 Advan A052

Interior:
-Momo Mod 78 330mm
-NRG Short Hub
-Worksbell Rapfix GTC
-Recaro RSGE Bride/Cusco Zeta III Sport C with Bride Rails
-CR Shift Knob
-Cusco 6 Point
-Hard Dog Roll Bar
-Innovate Oil Pressure/Temp with SOS Gauge Mount
-Shorai Scorpion Lightweight LiFePO4 Battery (2.75lb)

Suspension:
-Hard Race RCA w/ Camber Offset
-Spoon Gusset Plates
-Origin Fab Front Offset Bushings
-Random Mix of Hardrace/Ballade/ESM spherical bushings
-Megan 32mm Front Swaybar - 2 Position
-Hardrace 30mm Rear Swaybar - 2 Position

Brakes:
-Stoptech ST40
-Raybestos ST45 Front and ST43 Rear Pads
-Reilly Racing RX8 rear caliper conversion kit with Mustang GT Rotor
-Project Mu G-Four Fluid

Engine/Drivetrain
-Ballade 70mm Exhaust
-70mm TP
-Mugen AP2 Header
-AFE Takeda Intake with Oiled Filter
-Flashpro Tune by Blacktrax Performance
-Vibratechnics Fast Road Engine Mounts
-Moroso Baffle with Trap Doors
-Schmuck Built Coolant Reservoir/Catchcan Combo
-Koyo Radiator
-Spoon Clutch Disk/ Ballade 10lb Flywheel
-4.3 Final Gear
-OS Giken 1.5way LSD
-Road Runner Fuel Tank Baffle

Best Laptimes:
Thunderhill East Bypass: 1'58.2
Thunderhill West:1'22.0
Laguna Seca: 1'40.07
Sonoma: 1'47.8
Buttonwillow CW13 - 1'55.5