The most prolific of our formerly-campaigned competition vehicles was the Expert 240SX, a 1995 Nissan 240SX (S14).
The Expert 240SX at the last show it competed at, the 2002 IASCA World Finals - photo courtesy of MEIsearch
The following photos are from the Auto Sound & Security article, as appeared in the May 2002 issue of AutoSound & Security:
The Expert 240SX appeared in nine full-length articles in the USA and UK. One of the most important articles written about the Expert 240SX was in the words of its owner, designer, and installer, Scott Buwalda, as it appeared in the December 2002 issue of Car Sound & Performance Magazine:
The following is the original submittal of the story to Car Sound & Performance, prior to editing, written by Scott Buwalda on the eve of the retirement of this vehicle:
December 2002
Outside of car audio and import performance, I am an avid college football fan. It has been said that football is a game for strong people: anyone who can sit for hours on a cold seat, eating peanuts, can't be a weakling. The same can be said for anyone who has the resolve to build and maintain a world championship-level competition car audio system.
My first car audio competition was in 1988, a Car Audio Nationals-sanctioned event in Jupiter, Florida. Short of a few years in college spent as an enthusiast, I have been actively competing and judging car audio competitions for about half my life. In 1995, I purchased a Nissan 240SX SE with the sole intention of building an IASCA world champion. Here we are, seven years later. In the words of Mr. Josh Billings, “I don't care how much a man talks, if he only says it in a few words.” Mr. Billings, you might as well put this magazine down right now, because I am about to blow out every last technical detail about the Expert 240SX.
Engine Compartment
To immediately establish the cosmetic theme in the engine compartment, special attention was given to “tub” the inner fender wells. The OEM fuse box, relays, battery tray, air box, windshield washer reservoir/pump, all charging and ground wiring, and the OEM wiring harnesses were removed or replaced. Several leftover screw, push rivet, and wire guide holes were plastic welded and finished with metal body filler. A rectangle with smooth radii was cut from the pop metal of the car’s inner fender on either side for the eventual placement of the batteries. Each area was feathered with a disc grinder and the abrupt angles of each of the fenders filled with Dynaglass®, sanded, primed, and the entire area painted with arctic white base coat. The outer fender wells and behind the front valence were painted with pearl black base coat. The OEM fuses, relays, and wiring harnesses were re-wired and routed along unibody channels to a custom-fabricated fuse block assembly iso-mounted behind the radiator overflow can. Factory terminations were replaced with silver soldered and heat shrunk terminations.
Optima yellow top batteries were recessed into each of the front the inner fender wells, secured with ¼” thick welded steel enclosures. Activated plasma glass (two thin pieces of glass with an LCD sandwiched in between) was used to cover each battery. When you apply a 120-volt AC signal to the LCD’s poles, the glass goes from being a gray opaque color to completely clear. More on this to come…
Using 1/0 gauge Esoteric Audio wire, all OEM charging connections were upgraded. A Power Maxx 260 amp charging system, with outboard rectifier and voltage regulator was installed. The Power Maxx alternator is unique in that the alternator case is solid winding, thus optimizing it’s output, while the rectifier is an out-board, fan-cooled pack (which was installed on the firewall using custom aluminum brackets). Wiring which required entering back into the engine compartment (alternator, starter solenoid, and engine ground) was routed through wire grommets in the left side fender. An Intra Soundgate Intelligent Circuit Breaker was installed on the outer fender well to isolate the two batteries and act as an additional layer of protection. Continuing with the attention to detail theme, all of the factory hardware in the engine compartment was replaced using 18-8 stainless steel cap screws with finishing washers.
The stereo system’s power leads from the battery were channeled approximately 12” to a pair of large amperage fuse blocks located behind the passenger side marker light. A pair of Esoteric Audio high amperage fuses were installed onto a custom aluminum bracket, and were arranged so that they would be accessible from car’s bumper valence. The side marker lens was modified to be easily removable, allowing for inspection of the fuses and for quick replacement. Likewise, the driver side marker lens was also modified to hold two fuses for the secondary battery (one fuse for the battery, and one for the charging lead in the front air dam, below the bumper). The marker lenses are held in place by neodymium magnets proven to 95 MPH! Dual runs of 1/0 wire feed the system, and are protected in waterproof tubing, and channeled underneath the car to the trunk. Toucan Industries Eurolite Green neon was selected to highlight the extensive installation in the engine compartment.
As for performance enhancements, both Unorthodox Racing and Fluidyne Racing Products used the Expert 240SX for prototyping new equipment. Unorthodox Racing built a complete prototype pulley kit for the 240, which included an underdrive crank pulley and aluminum alternator, power steering, and water pump pulleys. Fluidyne developed a drop-in replacement high-performance radiator equipped with dual Spal 12” electric fans. Both products in concert netted about 20-25 more horses (lighter pulleys, underdrive crank pulley, elimination of the mechanical fan, etc.). Another notable feature out front is the Nitrous Express Stage 2 75-shot Nitrous Oxide Injection Kit with a 5 lb. bottle mounted forward of the radiator, and solenoid and purge valves attached to the front of the valve cover. Other performance modifications to the factory-equipped KA24DE engine have included an Injen intake, heat shield, and oil filler cap, Hose Techniques silicone hose kit, Accel plug wires, Hot Shot Performance header, Random Technologies high-flow catalytic converter attached to a custom stainless steel exhaust down pipe and post-cat piping and an HP Racing muffler, a Clutch Masters Clutch, and a Fidanza Flywheel. With the laughing gas burning, estimated output is about 300 bhp.
A 12 IN THE DASH AND OTHER GOODIES
Yes, there is a 12” subwoofer in the dashboard. Why? I wanted to clear up any confusion of what really exemplifies bass up front.
To ensure clearance for the impending dash sub installation, the factory air box required significant modification: all duct work and internal dampers were removed and the air box height was cut in about half, and re-sealed with an 18 gauge stainless steel plate and window sealant. Two inch diameter tubing was installed into the base of the heavily modified air box to channel the HVAC to the car’s vents. Since the dampers were removed, all four vents, described below, blow an equal volume of air. This was the only negative side of the installation: the inability to select where you want the air to go. It seems like a rather management side effect to having a 12” subwoofer in your dashboard.
Like the engine compartment, the factory wiring underneath the dashboard area was the subject of a significant investment in time, where each wire was soldered and neatly terminated, including unused Molex connectors with heat shrink and protected with split loom tubing and function-specific colored wire ties. The Dakota Digital brain for the new digital gauges to be installed was located on the transmission hump, and the factory ECU was moved from the passenger kick panel to underneath the future subwoofer enclosure above the A/C condenser on the passenger side. A Directed Electronics Python alarm and convenience system was tucked away underneath the dashboard as well.
Molds of the original OEM dashboard were pulled to replicate its shape; the result was a complete fiberglass replica that was manipulated to optimize sound quality, eliminate early reflections (both on top and underneath the dash), and to enhance cosmetics. More specifically, the bottom lip and top flange of the dashboard were fabricated to eliminate early reflections from both the kick panel-mounted midbass and the a-pillar-mounted tweeters, respectively. Even the bottom flanges of the dashboard, as they progress up, were specifically built to eliminate any early reflections and to effectively “guide” the energy from the kick panels up and beyond the dashboard for realistic imaging and staging.
The physical dash preparation consisted of framing and fleecing the assembly and saturating the fleece with fiberglass resin. Body filler was used to massage the shape. New defroster vents were molded in, consisting of an aluminum diffuser on each side to direct air across the windshield. A motorized pop-up Dakota Digital cluster was fabricated in front of the steering wheel to display the speedo, tach, and other OEM functionality, made of MDF and body filler. The display moves up and down by a pneumatic cylinder attached to an aluminum mounting mechanism screwed into the frame of the dashboard. In addition to the pop-up cluster, two, three-gauge Dakota Digital function clusters were installed to display system temperatures, voltages, and a Select Products SPL meter. Finally, the head unit face panel and TFT monitor location was completed at the direct center of the dash for ergonomics and ease of use. The head unit’s CD transport is bolted to the steering column with custom machined brackets and stainless hardware, mounted at the base of the steering column, and is connected to the face panel using a hard soldered ribbon cable. A CD slot was fabricated at the front of the transport’s enclosure for feeding CD’s into the unit. Finally, the steering column and the access plate beneath the steering column were significantly modified to shave off obstructions to the critical kick panel dispersion pattern.
The most funky-shaped subwoofer enclosure imaginable was fabricated by pulling a mold of the underside of the custom dashboard to optimize the limited tolerance and available airspace. A total of one cubic feet of volume was netted, which is the recommended enclosure for the MB Quart PWD 304 12” subwoofer used. The enclosure was decoupled from the dashboard using Cascade Audio’s VB-4 sound damping to avoid nuisance rattles and vibrations. The interior of the enclosure was treated with B-Quiet sprayable sound damping material, as well as a few thick layers of fiberglass and bondo “milkshakes.”
AIMABLE KICK PANELS
Just when you thought I had lost my mind putting a 12” sub in my dash, I offer you, Car Sound & Performance’s illustrious readership, completely motorized kick panels.
Those of you that know me know that I was the first to bring this concept to competition several years ago. Many say it is my trademark. Jim Adams had a head unit rear view mirror display and Chad Clodner had his fender-mounted batteries. Perhaps I’ll be best known for motorizing my kick panels in 0.3-degree increments and being able to save those settings using the system’s on-board computer.
To begin, the large section of the factory pop metal was removed to ensure that the kick panel speakers were as far away from the listener’s as possible. A 7 X 7” square hole was cut through the wheel well and a 5/32” thick hot-rolled steel enclosure was fabricated and welded into place on each side. To stiffen up the enclosure walls and floor, another 3/8” thick piece of hot-rolled steel was welded to the floor for structural integrity and Cascade Audio VB-1 and B-Quiet spray damping was applied. The factory plastic wheel well cover was replaced right over the enclosure from the wheel well.
Using servos and a servo controller, the angle of each kick panel can be adjusted independently within a 30-degree usable area. This was accomplished by building birch rings with hot rolled steel rods for pivot points and to attach the servo motors. The rings were installed within Vitek rubber baffles, where the rubber was attached to the car’s unibody along the floor and firewall. The baffles retain the infinite baffle seal between the midbass driver, an MB Quart QSD series 6 ½” driver, and the car’s chassis. The servos move the speakers on various planes of axis to ensure that the car’s imaging and staging characteristics can be completely dialed in from the seated position. Once that sweet spot is found, the software routine used to control the kick panels has a setting to remember this position, for future use. A graphical interface allows the user to visualize the location of the speaker of the monitor, and adjust its angle in increments of 0.3 degrees. Special trim panels were fabricated forward of the speakers and have a spatial dispersion tuning function.
ROUNDING OUT THE FRONT STAGE
The a-pillar factory tweeter location was modified to accept a pair of MB Quart QSD tweeters. The tweeter cups were molded into the pillars to be complimentary with the custom dashboard. And as noted previously, the path of these drivers was cleared with the actuation of the gauge cluster---the top of the dash is basically flat, with the exception of a shallow rise in the center for the subwoofer. All five of the front speakers are connected with MIT speaker cable, and MIT AutoTerminator Pro speaker modules mounted forward in the floor, right in front of the seats. The speaker modules are passive devices that reportedly provide increased bass power and precision, more articulate midrange and treble, as well as increased tonality presence over an extremely wide frequency range.
Other Sound Quality and Functional Considerations
Special attention was paid to the size and shape of the door panels and center console, as well as the seating position and installation of acoustical treatments. It wasn’t enough to simply have the custom dash work, motorized kick panels, and judiciously aimed pillar-mounted tweeters.
Like the dash, fiberglass replicas were made of the door skins, and were manipulated to clear up the large bottom end of the door (which blocked the kick panel for each near sided passenger). The door panels were purposely made shallow to negate this effect. While we were at it, molding in new A/C vents, and shaving the interior door handles added functional and cosmetic flare. Since both the inner and outer door handles were shaved, Select Products actuators were used to pop the door open. As with the doors, it was understood that a short and shallow replica of the factory center console was needed. A new console was molded using wooden frames, stretched fleece, and fiberglass resin. The factory dashboard pieces formerly used to house the A/C controls, rear defrosters, hazard lamps, power window and lock switches, and the side power mirror switch were flush-mounted and molded into the center console. A 2” linear actuator was mounted underneath the car to control the e-brake functions. The chrome key locks control the actuator, as well as on/off switches for the computer and monitors. All of the factory wiring was extended into the console area using fourteen and eighteen gauge ribbon cable and painstakingly soldering and heat shrinking each connection. About 200 silver soldered connections were made in the center console.
Tenzo Type-R seats replaced the OEM seats. The Tenzo’s are bolted straight to the floor to improve functionality and sound stage height. This was accomplished by cutting out a large section of the car’s floor pan beneath the driver’s seat, and replacing the metal with a stainless steel enclosure. The car’s factory exhaust also needed to be re-routed, as the OEM catalytic converter was located underneath the driver’s seat.
Finally, special carpet and acoustic treatments were installed. Cascade Audio and B-Quiet spray and matte sound damping was applied judiciously to the floors, and a secondary layer of vibration damping called Isotech was installed. Isotech is a two-part polymer molding compound that is self-leveling and hardens to the consistency of a rubber “super ball.” After application, measured thickness of the compound was 7/8”. The purpose of this damping effort was to eliminate the tactile response of the midbass drivers on your feet when seated. Above the sound and vibration damping media, a thick layer of carpet padding was installed. Above the jute, a low pile carpet was installed. On the rear opera windows, ensconced within the heavily modified B-pillars are sound absorbing panels. A sandwich of ½” thick acoustic foam (open cell foam) and 1/8” headliner material (open cell foam with a decorative fabric) was placed over each opera window. The acoustic foam absorbs any reflections from this glass to further stabilize the imaging and staging we worked so hard to establish with the dash, doors, and center console configuration. Likewise, the headliner was also covered in acoustic foam to further absorb reflected energy.
150 dB IN AN SQ CAR
While the majority of the time spent on the car was for optimizing sound quality, having the ability to belt out deep SPL numbers was also a necessity. Four 12” Rockford Fosgate Punch HX2 subwoofers were shoehorned into the side quarter panels (two per side). Each pair shares slightly less than 2 cubic feet in internal box volume, and are being powered by a pair of Zapco 9.0xd amplifiers in mono operation (about 2,000 watts per pair). The tuning frequency is 63 Hz, with the highest legal SPL measured on the windshield at 152.6 dB. The subs are trimmed in a fiberglass panel, and protected with solid, removable grilles. I found that, without the solid grille, the pressure change from the front subwoofer caused the back four to move, negating the work performed to establish the up-front bass.
Tower of Power
The amplifier rack located behind the front seats was fabricated from ¾” birch plywood, and was secured to six structural points in the car using 3/8” thick machined aluminum brackets. Five large amplifiers were bolted to the birch rack and were trimmed with an MDF and fiberglass panel which ties into each quarter panel for an “in the round” look. A single large Zapco appliqué was fabricated, and is lit by a fog lamp molded into the factory dome light location. The five amplifiers are dedicated to power the car’s nine speakers. There’s a Zapco C2K 9.0x on each pair of rear subwoofers (2,000 watts per pair), a pair of Zapco 6.0x’s for the midbass and treble (the amplifiers were diversified by Zapco to produce about 270 watts per channel into each of the front four speakers), and a Zapco 6.0x for the dash-mounted subwoofer.
Amplifier cooling is provided in three discrete levels. The first level of cooling includes optically isolated relays that control the prompting and speed of the amplifier’s factory-equipped fans. In the instance that any or all (selectable) of the amplifiers have a temperature that increases above the temperature threshold, a second layer of cooling is prompted, which includes six 5” diameter brushless fans, mounted underneath the three sound quality amplifiers exposed circuit boards. An elaborate duct and vent system was pieced together using clothes dryer exhaust vent duct and plastic wall registers. The ductwork connects intake vents in both quarter panels, where air is forced over the amplifier boards, and the hot air extracted under a vacuum through vents in the amplifier’s end caps, through a custom-machined duct at the top center of the amp rack (an empty Zapco 9.0xd case with no fan holes cut into the top). The 9.0xd amplifier case has three 4” heat sink fans which direct the hot air to the top of the amp rack, where another duct connects to the top side of the amplifier shroud, and connects to the base of the trunk shroud, where the third layer of cooling can be found: four 3” diameter brushless fans, which exhaust the warm air from the amplifier rack and displaces it to the trunk. The on-board computer system monitors the effectiveness of the cooling system, and can be manipulated with an elaborate system monitoring and setup scheme, which includes the measurement of the baseline temperature to prompt the array of automated cooling. This can be defeated for sound quality competition to be assured of no fan noise during judging.
JDM PROCESSING
Tuner car freaks are often proud of the fact that they were able to incorporate Japanese Domestic Market (JDM) performance gadgetry to their cars. I am using a JDM piece of a different sort: a Pioneer ODR Carrozzeria RS-P70xII digital signal processor. As far as I know, it is the only P70xII in the western hemisphere. It is the upgraded Japanese version of the “Americanized” and ever-popular RS-P9 combo used by so many competitors nowadays, boasting an exceptional DAC, top-quality op-amps, and a bit more flexibility than its American production model cousin.
The RS-P70xII processor is mounted in an 11-gauge stainless steel plate enclosure and bolted to the trunk lip and secured with machined aluminum brackets to the rear axle hump. An actuated activated glass cover slides up and down over the processor, courtesy of two, 5” long pneumatic cylinders and dedicated air solenoids. The actuator cylinders were attached to the sliding tracks using handmade welded brackets. Like the batteries up front, the glass over the processor can be activated from opaque to clear, and then be motorized up and down to boot.
SENDING FIRE DOWN THE LINE
A pair of Zapco SLB-TP4 line drivers were installed next to the amplifier rack, hidden from view. The line drivers convert the unbalanced output of the P70xII to a balanced output, while increasing output level about 6 dB. All of the line level and balanced level connections were completed using Music Interface Technologies single-ended RCA’s and prototype versions of Zapco Symbilink connections.
POWER DISTRIBUTION
Both 1/0-gauge power wires from the front fuse blocks were routed to the trunk, and connected to a custom water jet cut and chrome-plated aluminum buss bar. This buss bar distributes the voltage to a total of 24 different fuses to protect every aspect of the car from the system, and visa versa. The fuse and distribution assemblies were mounted in a HDF, fiberglass, and body filler fabricated “tub” in the trunk floor. Once again, an LCD plasma glass panel was used to highlight and protect the fuse and distribution installation. This panel is connected to a wired umbilical Molex plug, and can be removed in short order to access the fuses.
COMPUTER AUTOMATION
On the left side of the trunk, a heavily modified Q-PC computer was mounted using specially machined aluminum brackets. The Q-PC case was modified in length by removing and remotely mounting its drives. All of the Q-PC’s wiring was re-assembled using silver solder connections. Each of the four-pin power harnesses and IDE cable was extended to the drives, where they were bolted to the inside fender well. The top cover of the machine was purposely left off to show off the internals of the computer through the activated glass window iso-mounted into the left side trunk panel.
The Q-PC is networked with a Toshiba Libretto lap top computer using a wireless Local Area Network (LAN). System functionality can be controlled within the range of the wireless LAN. Serially programmable automation cards converted for 12 VDC use were used. Currently, the interface has been expanded to 192 functions. On the right side of the trunk, the system’s brainchild is located in an HDF enclosure, and bolted to the car using heavy-gauge steel straps. This circuit board monitors 24 individually-sensed voltage lines, fuse status on those same 24 lines, and temperature monitoring at eight different locations in the system (one for each of the five amplifiers, one to gauge the forced air cooling system effectiveness, one for the Q-PC computer, and finally one for the car’s in-car ambient temperature). The in-car ambient air temperature probe was placed within the passenger compartment of the vehicle and is used as a baseline temperature that must be exceeded to turn on three different levels of cooling automatically.
The function board contains two serially interfaced Basic Stamp II chips. Both chips monitor the location and orientation of the motorized kick panel speakers and act as an error buffer. The function board is wired to four separate serial data acquisition interfaces using six, 25-position category 5 cables. Each of the four serial data acquisition interfaces allows control of 8 digital I/O lines and 8, 12-bit analog inputs, two PWM outputs and one 16-bit event counter via an RS232 link. The chosen serial data acquisition interfaces are serially programmed devices, and are interfaced in a daisy chain. All of the functionality of the system is wired with 18 gauge, seven-position ribbon cable.
The left and right side trunk panels were fabricated by framing the areas out with routed MDF and stretching cotton fleece. The fleece was saturated with resin, and was massaged with body filler. Like the Q-PC processor, the function board is trimmed out with an iso-mounted piece of activated glass. All panels in the car were covered from one lot of 1994 Lincoln Mark VIII OEM vinyl, and all insert and trim pieces sprayed in SEM texture coating and landau black color coat for complete cosmetic integration and attention to detail. Behind all of the panels, the extensive wiring, voltage converters, serial data acquisition devices, and etc. were all labeled with thermally printed decals for easy servicing down the road. Likewise, all wiring runs were protected and secured with color-coded wire ties and heat shrink.
PNEUMATICS
A pneumatic compression and storage system was installed for the various motorization functions in the car. A pneumatic compressor and storage tank was installed behind the rear apron of the vehicle. Pneumatic connections are made through the rear firewall. System pressures and emergency override can be accessed from just above the rear license plate. Various electric to air solenoids were used to control the motorized functions in the car.
ROUNDING IT ALL OUT
Completing the package of sound and performance is the exceptional look of the S14 body style 240SX. The door handles were shaved by cutting out the factory door handle, and re-welding metal extracted from a factory 240SX door, so that the clean body line running through the former door handle area could be retained. Emergency door latches were routed from the doorframe into the kick panel area and underneath the car, for emergency door release when the doors are unlocked. Also shaved was the rear left quarter panel-mounted power antenna, and all of the car’s original factory emblems. The exterior was painted Sikkens arctic white with flip-flop blue pearl. Get the car in the sun, and WATCH OUT!! Adding to the look is a ViS Racing carbon hood, and a wheel/tire package consisting of 19 X 7.5” graphite Konig Absolute wheels wrapped in Toyo Proxes FZ-4 rubber. The lowered stance was achieved using the OEM dampers mated with H&R Sport Springs. And to stop this load of a car, a complete 300ZX brake conversion has been completed with black pearl painted 300 ZX calipers, Axxis Metal Master pads, Goodrich stainless steel brake lines, and Brembo slotted and dimpled rotors.
WHAT’S NEXT?
In 2002, the Expert 240SX went 7-1 in competition, including winning the Daytona Spring Break Nationals with the highest score of the entire event, the Steel Valley Regionals with the top-16 ultimate sound and install best of show, and the top-32 sound best of show, as well as the inaugural SLAPshow Championships with best of show in both ultimate sound and install. Up until the 2002 IASCA Finals, the Expert 240SX had the highest score at every event attended for the entire season, with seven bests of show. But alas, the win streak came to an end in the highly competitive expert division at the IASCA World Finals by a mere handful of points. The car has won or placed at every show attended in the last seven years, but sadly, I think it can be better served as a manufacturer or dealer rep’s demo car, or in the hands of a new competitor. The Expert 240SX will be promptly divested to a good new home; the car is currently listed in the prestigious Dupont Registry. We will also be changing the face of www.concertcar.com to reflect the divestiture initiative.
As for me, I am exploring my new role in this thing called competitive car audio. Perhaps I could get involved in IASCA's initiative of doing sound quality clinics? Or perhaps as a sound quality judge? But then again, I think the Expert 240SX has a lot to offer to a manufacturer trying to break into and/or solidify their presence in the high-end sound quality scene as a demo car, or an individual as a competition car (or both). Touring with the car to major events, giving sound and install demonstrations would be a great way to sell products for XYZ company, or perhaps to bring home more trophies for a new owner, or both, but would still satisfy my need for the car audio drug. Or I have thought that perhaps a divestiture and retainer deal with a manufacturer could be tied in running their tweak and tune at the bigger events next season? Of course I reserve the right to surprise attack the competition with the Expert 240SX at any moment! Its power supply is plugged in, and it’s ready to roll! After nearly half my life, I think you’ll be seeing me around the lanes in one form or another (it’s too much a part of my life to just walk away). See you all in Daytona (as a judge, tuner, mentor, co-competitor, manufacturer’s tweaker, manufacturer’s demonstrator, manufacturer’s rep, who knows…). Time will tell…
And here's a copy of the press release that was launched shortly after the article came out:
Expert World Champion Car Audio Competitor Scott Buwalda Announces
Hiatus from the Competition Lanes and Plans for Divestiture of the Expert 240SX
Atlanta, GA – Current reigning SLAP Expert Ultimate Champion and former IASCA Expert World Champion Scott Buwalda announces a hiatus from the competition lanes, and an initiative to team up with a manufacturer in the retrofitting and divestiture of the Expert 240SX for CES and the 2003 season.
“2002 was a banner year for the Expert 240SX campaign,” exclaims Buwalda. “This competition season, the Expert 240SX went 7-1 in competition, including winning the Daytona Spring Break Nationals with the highest score of the event, the Steel Valley Regionals with the highest ultimate score ever recorded within the current IASCA rules framework, and a top-16 ultimate sound and install best of show, and the top-32 sound best of show, as well as the inaugural SLAPshow Championships with best of show in both ultimate sound and install.” Seven bests of show were awarded this year to Buwalda and the Expert 240SX.
The Expert 240SX, a 1995 Nissan 240SX SE, was purchased new in 1995 by Buwalda, and was immediately transformed into a world-class car audio competition vehicle. Since its purchase, the Expert 240SX has won or placed at every event attended, including several regionals and world finals. The installation in the 240 is unique on several fronts, from its motorized front stage speakers and a 12” subwoofer in the dash, to a highly advanced on-board computer monitoring system and activated plasma glass panels. But Buwalda is quick to point out that the car truly exemplifies the concept of Sound, Looks, and Performance: “as an example, judging from the buzz generated at this year’s NOPI Nationals, the 240 is equally at home at a car audio event and at nearly any type of specialty car show event.”
Speaking of the divestiture initiative, Buwalda mentions, “I think that the Expert 240SX will have a long and storied life as a manufacturer’s demo vehicle. I hope to team up with a manufacturer or dealer representative, retrofit the vehicle, and be there to witness its grand re-entrance into the limelight and be known as the world’s best sounding high-end demonstration vehicle. I think the Expert 240SX has a lot to offer to a manufacturer trying to break into and/or solidify their presence in the high-end sound quality scene as a demo car, or an individual as a competition car (or both). Touring with the car to major events, giving sound and install demonstrations would be a great way to sell products and be the lead in a marketing effort, while still ensuring my involvement in this industry.” The Expert 240SX is currently listed in the prestigious Dupont Registry, and www.concertcar.com will remain as the information portal for interested parties.
Scott Buwalda began competing in 1987, and has been actively involved in all facets of car audio competition, from competing, providing tweak and tune experience, and being a mentor to aspiring competitors, to maintaining active judging certification in both the IASCA and SLAP competition formats. Scott, together with his wife Patti and son, Jonathan, live in the suburban Atlanta area.