G-Spec provided an underdrive pulley for the water pump and Unorthodox Racing was tapped for the crank and alternator underdrive pulleys. It's critical to underdrive the water pump on a track driven SR engine as the water pump is poorly designed and cavitates at high rpm. The cavitation is so severe that the water flow drops to nearly zero at around 6500 rpm and the cooling system ceases to function correctly.
A Jim Wolf Technology re-programmed factory ECU handles the task of engine management. Other than these external bolt-ons, the engine remains internal stock. Stock or not, this Sentra pumps out a claimed 200whp and 153 lb-ft of torque. In the future, a sleeved big bore and longer rod bottom end, higher compression, and headwork are in the plans, as is future cam development with an end goal of 230whp.
The stock Sentra transmission has a reputation for being fragile. Because of this the transmission was thoroughly reworked to assure reliability during races. A B&M shifter, with Energy Suspension urethane shift linkage bushings, improves the shifting feel. A Jim Wolf Stage 2 clutch and aluminum flywheel package transfers power to the transmission, which has been fortified with a Nismo clutch-type 1.5-way limited-slip differential. The transmission case has also been reinforced by Technosquare to prevent cracking and the gears have been cryo-treated and two stage shot-peened for strength. To aid in acceleration, the factory 4.10:1 final drive gear has been replaced with a shorter 4.40:1 gear set from a JDM Lucero.
The bulk of the custom fabrication work done by Technosquare centered on the chassis and suspension. First, the Sentra's shell was stripped of all sound deadener and insulation. Then a multi-point Speed World Challenge-inspired roll cage was fabricated from 1020 DOM (drawn over mandrel) tubing, tying the entire car together from shock tower to shock tower and maximizing the rigidity and crash strength. Technosquare then fabricated seat and harness mounts for the Sparco seats, harnesses, window and center nets, along with a removable aluminum triangulated strut tower brace. A Sweet Manufacturing steering column and a Sparco steering wheel, clamped to the cage's dash tube, trimmed many pounds from the vehicle's interior. After this interior fabrication work was completed, the engine compartment and interior were painted a light grey color.
Following the chassis work, Technosquare then went to work on the suspension of Guardado's Sentra. At the rear, the stock Scott-Russell lateral location link was cut away and replaced with a panhard rod with an adjustable roll center height. Energy polyurethane bushings replace the soft stock rubber trailing arm pieces. Advance Design 2-way adjustable monotube coilovers, with shortened bodies, were fit with Eibach ERS race springs and Shigspeed monoball rear shock mounts before being placed into the rear.
In the front, Technosquare modified the front lower control arms to make them stiffer and to increase the track width by an inch. This trick helps reduce understeer on front-wheel drive cars and also takes angularity out of the axles, greatly extending their life. Coleman Racing ball joint adaptors were machined to make the front roll center and camber curve adjustable to compensate for the car's 3-inches of ride height lowering. Special tie-rod ends were also fabricated so that bumpsteer could be adjusted out of the suspension. Energy Suspension supplied the hard polyurethane steering rack and front lower control arm bushings. Super Poly Pro was tapped for the special bushings on the rear of the lower control arm that increased the positive caster and reduced the front anti-dive geometry. Advanced Design coilovers and Eibach ERS springs were used up front along with Ground Control camber caster plates, which give the front suspension increased adjustability of these critical attributes.