Racing is by no means cheap. The cash dedicated toprepping and purchasing, and maintaining a race car can be extravagant. Competitive wheel-to-wheel racing can hit your wallet even harder. Just look at the very roots–there’s Formula IndyCar, One and NASCAR Super GT–all million dollar plus cars. Sure, that’s after becoming established as a talent, even though racers get a helping hand with big name sponsors like UBS, Sprint, Autobacs and IZOD etc.. Additionally, for professional racers, competition is their regular 9-5. So what if a person with limited resources planned to race competitively in wheel-to-wheel events while still maintaining a full-time job and a blossoming family? Is the fact even possible? For Justin Taylor ofOntario and California, the answer is a resounding yes. The family man and Rockstar Garage shop owner competes throughout the year from the track-prepped 2005 Honda S2000 you see pictured.
Justin’s racing career started in early 2012. Shortly after obtaining his racing license, he entered the AP2 in the MotoIQ Pacific Tuner Car Championship, a series sanctioned by the National Auto Sport Association (NASA). He competes in the Tuner Under class; a class that requires race cars not exceed a 12: 1 pound-to-horsepower ratio, and limits tire width to no more than 245 mm. As expected, all vehicles must pass a NASA inspection before each race. Points are collected over four race weekends that include eight races around the two main raceways; Auto Club Speedway and Buttonwillow Raceway. Road/Race Engineering, the official dynamometer and weight scale referee, dyno tests and weighs each car once the final lap to ensure many people are in compliance. The series’ rules were intentionally crafted to allow for all types of makes and modelsthat was weight reduction. The somewhat portly two-seater wore down brake pads and mowed through tires excessively quickly. Justin and his team wanted to extend the life of the essential components and developed a plan to drop 150 pounds through the reduction of the air conditioning system, power steering unit, and other miscellaneous parts. The one most significant weight reduction tactic involved replacing the stock exhaust system with a Buddy Club exhaust and header that tips the scales in a mere 60 pounds. Another reduction in total vehicle weight came through the installment of your Rockstar Garage hardtop as opposed to the OEM unit. The window is easily the most unique area of the hardtop. Most S2000 owners install a hardtop to save some weight but most [aftermarket] hardtops have small rear windows. Our top has a large rear window to boost visibility which can be pretty big for racing, he says. The rigid roofs are for sale to the public and are made to order. Customers can choose the material used such as carbonfiber and fiberglass. Alternatively, a hybrid of both.
The lightened roadster increased the longevity from the brake rubber and pads; however, the total weight loss resulted in an increased weight-to-power ratio than class specifications allowed. We could have went into a limited class but we would not have been as competitive. And this car fits perfect into the [Tuner Under] class, he explains. Instead, Bisimoto Engineering tuned the AEM Version 2 management to dial back timing and lower fuel at key intervals to reduce total wheel horsepower while still maintaining a tune that’s effective on coursefor the AP2 are at this phase complete. The engine, braking, and suspension departments are well suited for the class. Justin is currently focused on improving his own performance. He appreciates how his skills have improved in the last two race seasons, but he desires to continue to develop them. In-car data and seat time is how we plan to spend money [and time] to make the vehicle faster, he explains. Ahead of the official race weekend, Justin’s practice schedule includes seeing the upcoming event’s racetrack no less than two times. Fortunately for Justin, Maxxis has stepped approximately provide tires, which allow more practice laps without devastating the family emergency fund.
Justin learned three major items since choosing to take racing seriously. Be well prepared ahead of time–no last minute stuff. An oil change, unless necessary, each day on race day is normally a risk. And packing three weeks out before a live event, justin startsplanning and testing. Have somebody there to assist you between sessions. His brother Seth assists on race weekends. Justin finds that having others help out reduces stress. Experience. He admits that in the tarmac he learns a bit more with every start, corner, and straightaway. He adds that he includes a dream of a day being a professional NASCAR driver. Skills have brought him this far, there’s no doubt that they can take him completely.