Manabu Harada has owned a Z32 Fairlady for the past 20 years. Yes, you read that correctly. This year marks two decades of dedication to this specific chassis. He purchased his first Z32 Fairlady Z, an automated 2 2 in 1992. Over the next eight years, he replaced the original equipment with parts that more appropriate his needs and goals for the car. One fateful day in February 2000 the transmission gave out. Manabu decided it was time for any new car; he removed and replaced everything aftermarket in the car with stock bid and parts the automobile farewell. It was actually a bittersweet moment, going to a chapter of his life end while looking forward to a whole new adventure by using a different car. As soon as the car was out of sight, Manabu went to the Nissan dealership for another Z32, a ’00 2 2 with a standard transmission this time around.is surely an office worker by trade, at a company in Yokohama that manufactures camera sensors–pretty much so far as you can get through the automotive industry–yet he still is able to keep his passion for cars as strong as ever. He says that he has loved cars for as long as he can remember. Inside the metropolitan aspects of Japan it is quite inconvenient to have a car, using the costly registration fees, crowded highways (that you have to pay for with every use), and parking that can be upward of the same as $100 per month first spot, it’s definitely not something you decide on without investing in some serious thought. If you don’t need a car for work, you don’t need a car, generally. Manabu, at 46 years old, understands this better than anybody, yet he continues to own a car and drive it to work every day. Why doesn’t he make use of the efficient and convenient public transportation system? Living in Kawasaki and employed in Yokohama should make for a simple and easy trip on the train, and it works perfectly for the countless other people who have the identical commute. To Manabu, it is extremely simple: He enjoys spending time with his car. It is not an appliance to him; it is actually his personal space, his territory , which he has to offer no one.
Manabu purchased the automobile brand new (bone stock). His journey to make a car that would be truly his began by adding a few parts, like the Yokohama Advan AVS Model 5 wheels, he had taken from his previous Z. Manabu is very adamant about the importance of a low ride height. One of the many reasons he continues to stay true to the Z32 platform is because of its low and wide profile, even during its stock form. Low compared to other cars, the stock ride height simply would not do, though of course. When it came time for you to choose a coilover setup Manabu decided on an Aragosta Roberuta Cup air cup over-spring system. He says that the opportunity to adjust height from within the cabin is very useful when dealing with obstacles, such as driveways and speed bumps. Now that the low characteristic of the vehicle had been plenty supplemented, Manabu widened and shaped the outside panels to his liking. The front and back bumper half spoiler are Mission products, effectively giving the car a meaner and updated profile while sitting slightly lower to the ground than the stock counterparts. The front over-fenders are Origin Lab, 20mm wider than stock and vented. The rears are modified Mission pieces; at 55mm wider than stock they give the car a noticeably more aggressive shoulder line. The Border side skirts and KPGC10 hakosuka Skyline rear spoiler may seem random, but in reality were carefully selected to complement the other aero enhancements. Finally, everything was painted Nissan Sonic Silver as well as the pinstriping was reapplied.
1 day when Manabu was hanging out with his friend Mr. Nagasaka from the popular drift team Spirant, he noticed that Nagasaka had purchased a new list of wheels for his 180SX. Manabu immediately fell obsessed about the wheel and decided that he absolutely had to have a set of his own. The Advan AVS Model 5s are no longer on the car; they have been substituted with a set of Diamond Black Volk Racing TE37s like the ones on Nagasaka’s car, however slightly larger, as you may have noticed. Manabu’s measure 18×9.5 18×10 and 12.5 15, and are wrapped in 235/40/18 and 265/35/18 Dunlop Direzza DZ101s, an ideal fit for that widened bodywork.
2000 nissan fairlady Z32 volk racing TE37 wheels 10
2000 nissan fairlady Z32 mission front bumper 09
2000 nissan fairlady Z32 KPGC10 skyline rear spoiler 08
The rest of the car, although meticulously maintained, remains mostly original. Manabu only modified what he can touch, see, or hear,. That is the interesting trend with this car. In addition to the suspension, aero, and wheels, the modifications are fairly sparse. The exhaust gases are pushed through a Be Free 80mm exhaust system paired with an A’pexi Active Tail Silencer to keep family outings as pleasant as you can, which is actually the reason he opted for the 2 2 model. For this same reason, the pair of Bride Vorga seats are reclinable for the ability to choose your own personal seating position on long trips and let passage to the rear seats. A premium Nakamichi head amplifier and unit power a set of Canton front speakers and subwoofer as well as a kind of JVC rear speakers.
This Fairlady Z may not be what you really are used to seeing on the pages of Import Tuner. It doesn’t boast astronomical power figures nor does it hold any track records, and will also most likely never take part in a car show. What does this car actually do? This car has been driven daily for 12 years by the same owner and has become an extension of Manabu’s being. In this age and day when it appears as though people are out to get their quarter-hour of fame through their car, it’s a breath of clean air to see cars like this one. And at any given time when it is considered rare to be married in excess of a decade, this car and driver happen to be together for 12 years. It’s here-a car that is certainly nothing more, nothing below exactly what the owner wants that it is at this moment in time, if there is such a thing as perfection. In Manabu’s words: When it is going to obtain 100 percent of satisfaction. This car continues to evolve as his needs change, and sometimes on account of outside forces–a few weeks after these photos were taken, this car was involved in an accident around the Tomei Expressway, resulting in what might be considered a total loss, Although it is very fortunate to make a wish into a form, it will become endless. When faced with a situation in which many people would choose first of all a new chassis or even a newer car, Manabu chose to repair his car regardless of it being a financially irresponsible choice. What else would you expect from a man who when asked how he feels about his car replied: Very happy. Although I met her two decades ago, I’m still delightedPursuit Of Happiness
2000 nissan fairlady Z32 bride vorga japan seats 05
2000 nissan fairlady Z32 nardi classic steering wheel 04
2000 nissan fairlady Z32 nardi classic steering wheel 03
Behind The Build
Customizing cars, automobile photography, muscle building, running, playing with his dog, listening to music, watching movies
And I had ideas for a design differ from that time.””, Since I had the same car for eight years before this””is really a beautiful bird that is regenerated and reborn, arising from the ashes of its predecessor. The stunning red S2000 that you see before you has gone down in flames (literally) and has arisen from the ashes of its previous form time and time again, each form being higher than the one before it.
Yuri Arts and his awesome family, planted firmly in the Netherlands, use a love affair with the Honda brand. They’ve owned multiple chassis as well as the S2, and also have modified each one. As time passes all of us grow and mature, as well as the manner upon which we modify cars is definitely an indication of that growth. In 2000, they obtained a ’98 Civic which belonged to his wife, Yvonne, and, in Yuri’s own words, “We pimped it to a pink lady monster.” styles, times and Clearly and focal points have evolved. Even still, they owned that car until 2010. It has since been substituted for a red S2000, but Yvonne keeps Yuri centered on his build as she doesn’t allow him to do anything major to her S2. So the couple scoots about town in her and his red Honda roadsters, but with regards to family time, the two needed something to transport their son in. Not surprisingly, another Honda will be added to the stable, this period a new Accord (TSX, to us here in the States) that, no matter what its being strictly a household car, has become graced with wheels, suspension, and an intake from the one-and-only Mugen. Yeah, this family has somewhat of a modding addiction.
“The S2000 was my dream car. The looks and the high-revving engine of 9,000 rpm is fantastic. It offers race car capabilities and is also a convertible. I never thought I could own one.” Nevertheless it was in 2004 that Yuri was able to find the chassis he had imagined. That same year, Yuri joined S2Ki.com, the internationally renowned S2K forum that covers essentially everything an S2000 enthusiast, new or established, could want or need to know. The following year he joined honda-s2000.be, an S2000 enthusiast site specifically for those in the Netherlands. With these two sites offering up countless ideas and inspirational S2 builds, it didn’t require much time for Yuri to begin his own build.
“The performance modifications began in 2006. I was looking more and more in the Forced Induction section of the forum and wanted some other brake horsepower as well,” Yuri says. So the decision was made that Yuri’s S2 would be powered through the use of forced induction. He then made a decision to contact a shop by the name of Supra Sport to build up a build plan. The shop focuses on Toyota, and also works onLexus and Nissan, and other manufacturers, as the name indicates. Just what the Supra Sport crew didn’t specialize in, however, were Hondas. Regardless, Yuri worked with those to develop a build plan and it has stayed using them on the project ever since. They’ve been in charge of the installation and/or fabrication of the entire build.
The car has gone through many phases from 2006 to its present incarnation, and all those involved went through hellfire along with to learn the most difficult of ways on how and where to improve the build. “With the first setup we didn’t have the cooling under control, so on long runs on the German Autobahn the engine would overheat and internal damage occurred. On the next setup, the engine blew on the dyno because of a mistake the engineer made in your computer. We needed to fix it, and then we decided to get rid of the whole setup and start over, rebuilding the engine in the ground up. This time around around the engine caught fire while cruising on the highway,” Yuri reminisces. They learned that the fuel rail broke off along with the fuel which was spilling lit up the whole bay. “We were with four cars and stopped immediately and extinguished the bay. A whole lot had to be repaired after that.” Yeah, we simply imagine. Speak about rising from ashes and flames.
What clearly stands out by far the most on this build, and the biggest reason it landed in the odd swaps issue, is utilizing a Toyota Supra gearbox. The 2JZ motor that powers the MKIV Supra is actually a phenomenal powerplant capable of holding incredible power. With that much potential, Toyota had to mate it to some capable transmission able to handle gobs of horsepower, torque, and abuse. The six-speed Getrag V160 gearbox that resulted is known to handle cars with upwards of 1,500 hp, so its strength, along with favorable gear ratios begin to make their choice to utilize it in this turbo build more and more logical. But choosing to use the transmission is one thing, which makes it all interact with each other is another. The guys at Supra Sport had to fabricate a completely custom, all-aluminum adaptor plate to mate the transmission towards the F-series mill. In addition to the gearbox, they utilized the Toyota OEM Torsen limited-slip differential.
With the knowledge gained from the previous F/I setups, the actual setup was decided upon and executed. They completely rebuilt it and stroked the very first F20C to 2.2L. A Garrett TS-GT35R turbo with a PFabrications twin-scroll manifold was chosen to handle induction duties, while a fully custom Supra Sport fuel system using Bosch 2,000cc injectors was made to quench the subsequent thirst. With everything eventually situated, the automobile was placed on the dyno, the AEM EMS connected, and the critical tuning session began. The outcome was a staggering 600 bhp and 560 n•m at 1.5 Bar utilizing 91-octane fuel.
Through bouts of overheating, blown motors, and fuel fires… each time the build was reborn and arose once again. It will seem the cycle has ended, as Yuri along with the crew at Supra Sport were able to create rock-solid numbers without any major issues. “Lately the car has performed perfectly,” Yuri says. So, when it ain’t broke, don’t correct it, right? Well, apparently, wrong. Yuri adds, “We have a new engine setup in the making. Twin scroll is certainly going out the door. We plan to use a new, simple turbo but by using an Eaton supercharger. So we’ll have way more power in the low rpm, quicker spool up for the turbo, and we’ll use E85 to bump it all as much as at least 800 bhp.” Well, it looks like one more incarnation of this beautiful red S2000 is on the way, and perhaps the highest one yet.
“The S2000 was my dream car. The looks and also the high-revving engine of 9,000 rpm is fantastic. It has race car capabilities and is a convertible. I never thought I would be able to own one.”
1306 honda s2000 F20C
1306 honda s2000 interior
1306 honda s2000 OZ racing LM wheels
Bolts & Washers
2000 Honda S2000
2.2 stroker kit with forged pistons
PFabrications twin-scroll manifold
Garrett TS-GT35R intercooler and turbocharger
Custom ATI crank pulley
Toyota Supra 6-speed gearbox
Toyota Supra limited-slip differential
Supra Sport aluminum engine to gearbox adaptor
Supra Sport custom fuel system with swirl pot
Bosch 2,000cc injectors
Ultimate Racing dual 3-inch exhaust
Koyorad aluminum radiator
Polished valve cover
Gas hood shocks
Driveshaft Shop axles
Password: JDM carbon radiator cooling plate
Carbonetics carbon twin plate clutch
600 bhp at 9,200 rpm, 560 n•m
Modified MY07 S2000 front and back subframes
Intrax 1K2 suspension with antiroll control
Cusco reinforcement bars
Rotora big brake kit
Wheels & Tires
OZ Ultraleggera LM wheels
Bridgestone RE-11 semislicks
Full paintjob with extra clear lacquer
Downforce side diffusers
MY04 S2000 rear bumper
Chargespeed carbon rear under caps
Password: JDM carbon front splitter
Password: JDM carbon full underbody diffuser
Seibon carbon hardtop
Seibon carbon hood
Seibon carbon wing
New Honda OEM hardtop installation components
USDM AP2 headlights
USDM AP2 taillights
Alcantara accents on seats, door panels, and dashboard
Carbon center console
Various new Honda parts
AEM Series 2 EMS
Racelogic traction control
Defi BF gauges with controller
I would mainly want to thank my wife Yvonne, for letting me do my thing. My tuner Arnout Van Der Kamp (www.suprasport.nl), for building this unbelievably beautiful and fast car. My buddy Noud Klaver, for always being available to drive to my tuner, which happens to be 60km away, hundreds of times in the last year or two.
1306 honda s2000 seibon hard top
1306 honda s2000 side view
1306 honda s2000 garrett_intercooler
IT programming company owner
S2Ki.com and honda-s2000.be
About 12 years
This is it.
Inspiration for this particular build
Keep going for this one
1306 honda s2000 password JDM diffuser
1306 honda s2000 garrett turbo
1306 honda s2000 defi gauges
This website is a Dutch and Belgian S2000 enthusiast online community and is well organized. Constantly involved with its members in ways that can easily be the envy of the worldwide S2000 enthusiast community, they even put together multiple trips through which members toured Europe together. In 2009, they went to Italy to celebrate the 10-year anniversary of the S2000. It was there that they all met the primary designer of your car, who traveled from Japan to join them around the trip. Pretty damn cool, right?
Later that same year these people were invited by Honda Japan to come to the manufacturing plant in the Land of the Rising Sun to discover the last S2000s roll away from the production line. Even more cool! Yuri made certain to optimize on the circumstances and make the most from his visit to Japan. He took an added week to check out Rays, J’s Racing, Spoon Sports, and a lot more.
With everything eventually situated, the automobile was put on the dyno, the AEM EMS connected, and the critical tuning session began. The result was a staggering 600 bhp and 560 n•m at 1.5 Bar utilizing 91-octane fuel.
Discover more: http: //www.superstreetonline.com/features/1306-2000-honda-s2000/#ixzz3WJg95ym2