If you’ve gotten into a handful of project cars over the years and leaned more toward performance than just looks, there’s a good chance one of your previous (or current) builds was released of most interior plastics, carpets, and just about anything else deemed “non-essential” in the quest to shed a few pounds. Having experienced the subsequent crunches, rattles and overwhelming sound that resulted from that same scenario, Tyler Clayton vowed that his next project, this stunning 1991 Nissan Silvia Q, would be a quieter, more comfortable affair.
The Discovery
Long before founding Atlanta’s KoruWorks, Clayton, who at the time only knew about modified cars based on audio and the wild mini-trucks he’d seen with dance beds from that era, formally introduced to a whole new world thanks to his friend. Andy Sapp. It was 2000 and Clayton took part in the motoring extravaganza known as the NOPI Nationals, where the experience changed him forever. “Until then, I had no idea that people could build race cars out of basic vehicles,” he says.
Shortly after this awakening, he discovered the WRC and later bought a Subaru Impreza 2.5RS, but the direction quickly changed once Atlanta got a dose of drifting action. “Drifting events started happening here and after a friend gave me a ride in his S14 along the course, I was hooked,” he adds. “I picked up my first S13 a couple of weeks later and started getting it ready for drifting.” That was three S chassis ago.
Behind the wheel of his latest gutted and caged 240sx, Clayton began to miss the comforts that spectators take for granted, the ones that are usually removed first when things get serious, like passenger seats, air conditioning and a carpet Instead of working backwards, he decided to find a completely new chassis to start over. “I looked for a while before I found this car,” he recalls. “Fortunately for me, the prices weren’t too crazy (at the time) and no one wanted the naturally aspirated SR, so that gave me room to negotiate.”
Leaning on the fact that the much less desirable version of Nissan’s famous SR20 was under the hood of the Q Edition, a deal was struck and the car, located in Richmond, Virginia, was quickly moved to his new residence in Atlanta. As expected, that lackluster performer under the hood was not destined to remain on duty, as Clayton already had an SR20DET on standby.
Refreshed and fortified
Taken from an S14, the engine was usable and fitted with some quality aftermarket parts, including HKS cams, but closer inspection revealed some cylinder wall scoring that needed fixing and a turbo RB20 that had seen better days. The bottom end was freshened up before the 87mm HKS slugs were fitted and the brand’s 1.6mm head gasket slotted into place. You’ll find plenty more HKS goodies in the head to go with those 256/264 cams, including its rockers, dual valve springs and detents, as well as its GTIII RS turbo mounted on a Sinco manifold.
The curved Plazmaman intake manifold, which is actually an upper plenum that attaches directly to the OEM runners, fills out the passenger side of the bay while an old-school ARC aluminum box intake is at the other end. Blatantly stealing the limelight is a unique valve cover treatment with lowrider-style custom paintwork. Custom AN lines are poured into a Koruworks 3-port can, and you’ll find other signature Koruworks parts like their coil pack cover, oil cap, shock tower plates, and hoists of engine extraction also in the mix. Carefully planned and executed with the intention of a concise and organized layout, the engine compartment proudly separates itself from countless other drift-minded S-chassis that look more like last-minute patchwork scenarios than passion projects.
He is a Natural
Lady Silvia’s sleek, natural lines remain and the lack of flared flares or an overshadowed rear spoiler is a return to simplicity, exactly as Clayton had planned, stating: “My main goals were a simple exterior with fenders factory metallics that hid a wild. engine compartment.” To enhance the OEM lines, Chuki side skirts were added to meet the depth of the Vanquish front lip, with a Bomex rear valance continuing that line to the rear.
Although massaged, the original fenders remain, and now house 18-inch Regamaster Marquis Promoda wheels at the rear, with 17-inch wheels up front and Z32 brakes underneath. Like any capable drift machine, suspension changes were in order and started with 326Power coils and Power by Max forged front knuckles, but also included other adjustable essentials like tension, traction and toe arms, to plus lightening the Q’s of their factory HICAS by using a new subframe.
The days of racing down the freeway with the deafening drone of a stripped-down interior are behind it at this point, and Clayton’s S13 retains its factory rear seats, plastics, door cards and carpet . The front seats, however, were replaced by a Bride Stradia pilot bucket, while a Recaro Trial was reserved for those riding shotgun. A modern Haltech CAN meter is attached, and so is a classic Blitz turbo timer, something you probably haven’t seen used in years.
The mature glow
Some might call it aging, others will chalk it up to years of self-inflicted automotive abuse, but at one point or another, seasoned builders will sometimes opt for those long-lost OEM amenities and a little more of peace and tranquility. Clayton closes with this: “I just wanted something comfortable to drive to from drift events that could also perform as well as it does. I’m still working on putting all the extra wheels on it with tools, tent and a fridge…”
owner Tyler Clayton of KoruWorks
engine S14 SR20DET; Nismo engine mounts; 87mm HKS pistons, 1.6mm head gasket, 256/264 cams, rocker arms, dual valve springs, retainers, GTIII RS turbo, cold side intercooler pipes; GarageMoon hot side intercooler piping, intake pipe, KoruWorks 3-port can; Sinco turbo collector; Plazmaman upper plenum; ARC intake box; Intercooler Blitz; GP Sports cooling fan; Powered by Max Cobra download; ISR Series II GT single exhaust; Radius Top Feed Fuel Rail, Fuel Pressure Regulator, Damper, Fuel Filter; Deatschwerks 320 lph fuel pump, 90 lb injectors; Haltech ECU
power 380whp/350tq @18psi
transmission OS Giken close ratio transmission (1-5), Superlock LSD; Nismo transmission mount, reinforced clutch pedal support; Exedy Hyper single clutch; ChaseBays Power Steering Pump Bolt, Steering Line, Clutch Line
suspension 326 Power coil over 12k/7k; Powered by Max forged front knuckles, rear knuckles, RUCA; Voodoo13 tension bars, traction arms, foot arms; non-HICAS rear rack swap; Nismo front shock tower bar
brakes Nissan Z32 front brakes; Tomei BMS; URAS seahorse electronic brake levers
Wheels and tires Remaster Master Promoda 17×9 +18 front, 18×9.5 +18 rear; Advan Fleva 215/45-17 front, 225/40-18 rear
Outdoor Nissan aero front bumper, Ks GTR grille, Chuki 180sx skirts; Nismo R33 bumper vents; Valencia posterior Bomex; Behrman Technora ventilated hood; Origin Lab roof spoiler; Vanquish front lip; GP Sports rear tow point, towbar
interior Bride Stradia Venus Japan driver seat; Recaro Trial seats; Panache electronic steering column assembly; NvrCnt/Works Bell fast release; Nismo 330f steering wheel; FiberSpoke custom carbon/wood steering wheel; Nismo gauge cluster; turbo blitz timer; 52mm GReddy Oil Pressure Gauge; 52mm CAN Haltech caliber; Cusco dash escape roll bar
Thanks Andy Sapp for taking me to my first Nopi Nationals where I learned that you can do anything with a vehicle with the right parts and imagination. Matt Foerst for teaching me how to work on cars. At the time, we didn’t know how far it would take it (KoruWorks might never have been a thing if it weren’t for Matt). All DriftMechaniks and TeamRowdy. The best group of friends I’ve ever had that brought me into the world of drifting and introduced me to most everyone I know and call a friend today.
