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Speaking of the SCTA, the Bonneville tech inspection is no joke. Joshua and Randy built almost the entire car at home in their garage, and wore out a printed rulebook in the process. They managed to pass through the three-plus-hour ordeal on their first visit to Bonneville — a feat in and of itself.
Fire is serious business, and is even more serious in a racecar. Controlling and eliminating it is an important task, and the Champion ATM 240SX has not one but two bottles to get the job done should the need arise. With a total of 10 lbs of Halon on board, both the driver and the motor are well protected.
While some people get crazy with drivetrain setups, the 240SX doesn’t venture too far outside the box. A SPEC Mini Twin clutch and SPEC aluminum flywheel transfer the power through a stock RB25 transmission, wrapped up with a DJ Safety ballistic blanket should any of the spinning components try to find their way to freedom. This is all sent to the back-end via a McKinney Motorsports driveshaft and into a stock Q45 differential with a 3.538 final drive. The combination has proven to be both safe and reliable.
A full compliment of Circuit Sports suspension arms work together with the Megan Racing coilovers and stock swaybars to keep the car planted during runs. Relatively large Hoosier R6 slicks in 245/45/18 finish out the back in Texas Mile trim. The suspension setup is not only good for land speed racing, but Randy and Joshua plan to take the car to the circuit, too.
Nissan 350Z wheels attempt to hide the 6-piston Wilwood SL6 calipers up front paired with 13” rotors. Out back, 12.2” rotors with 4-piston Wilwoods. You may not need to stop more than once, but, at 200MPH, it’s nice to be confident that it will happen. This setup will also prove reliable once the Horas take the car to the track. 
Aero modifications to the 240SX are minimal. Unfortunately for the Horas, they couldn’t quite break the 200MPH barrier at the Texas Mile. 200MPH “Racer’s Tape” is put to the test in an attempt to reduce and restrict airflow through the front end, ultimately in an effort to minimize drag. It wasn’t enough to do the trick, though.
