Third 2JZ Engine Swap's the Charm for This Rocket Bunny Boss Nissan S14

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After seeing Nissan's fan favorite S14 chassis gussied up in just about every conceivable way, Jake Almario, owner of this 1995 240SX, wanted to take a path less traveled. Sure, the aero kit manufacturer he went with is wildly popular with project cars all over the globe wearing its bulbous additions, but the version he went with isn't as common and carries quite a bit of controversy.

Eight years ago, Rocket Bunny aero treatments were already peppered across the custom car landscape complete with knock-off versions and quasi-Bunny-esque spin-offs, but the Japanese tuning firm had a twist in store for their V2 S14 chassis update. Along with their fender flare treatment, a front-end conversion was sprinkled into the familiar formula that seemingly pulled inspiration from cars like the Dodge Challenger's stout, flat front end, and the circular headlights and upper grill style found on a '70s Barracuda that seem like polar opposites to the sleek Zenki and Kouki headlights.

Complete removal of the factory front end is required to get this conversion going, and once completed, drops a few inches off of the fascia. The flat Rocket Bunny bumper, which tapers inward toward its bottom and features the sort of chin spoiler you'd expect to find on a '70s Mazda or Toyota, uses S13 bumper lights on either side of the intercooler openings. Due to the shorter profile with the new bumper, the factory hood is ditched for a Rocket Bunny version with an aggressively raised center section - again tipping the hat to the muscle car genre.

The "love 'em or hate 'em" fender flares with their exposed hardware add considerable width and allow for quite a bit more wheel and tire to fit. In Almario's case, 18x11.5 TE37 rears are fitted with 275/35 Nitto NT01, with 10-inch-wide wheels and 235/40s in front. The ample space provided by the flares would allow an even wider package if Almario decides to go even further, though finding wheels to fill that order becomes increasingly difficult.

Behind those matte black six-spoke rollers are bright green coated GReddy calipers and larger slotted rotors, while suspension was kept basic with new polyurethane bushings pressed in and Tein coil overs to replace the factory springs and shocks.

Matching the abrupt cut off provided by the new front end, the rear bumper was deleted entirely and the void left behind partially filled with a pair of brackets that support the rear diffuser. That diffuser's sides are fastened directly to the factory quarter panels and the car's exhaust system pokes out between it and a body arch. Every bit as controversial as the front, the missing rear bumper almost always prompts questions from onlookers.

Ditching the original KA engine was always the plan, but instead of swapping in an SR20DET like most, Almario decided on a cross-platform swap in Toyota's 2JZ-GTE. Not an uncommon swap, but with plans to produce more than triple the native engine's output, some changes were in order. Beyond the ARP head studs, the block is completely factory issue, though refreshed, and the head has been ported and polished and fitted with a Supertech valve train and Brian Crower 264s. Replacing the factory twin turbo set up is a single Borg Warner S366 mounted by custom manifold and backed by a Precision 44mm wastegate.

Custom titanium intercooler piping and a four-inch intake were fabricated and selectively burnt to add some luster to the engine bay, playing off both the coated valve cover and exterior paint. Fuel for the fire is found in the trunk, where both a Magnafuel pump and Radium Engineering surge tank are mounted in place and send fuel to a PHR rail and, finally, ID1000s.

At this point, a Haltech management system and thorough tuning have revealed just over 700 hp on standard 91 octane. The pump gas number is impressive but didn't come easily as Almario admits that the car's motivation experienced its share of issues, including a pair of previous swaps that didn't hold up to the abuse. "Originally purchased this car for daily use but as an enthusiast, you're never satisfied," he says. "It ended up turning into this big project car that was set for drift and track use, but after the third engine swap, we decided to just build it for street and show."

The styling of the Boss kit is one that continues to garner as many fist bumps as it does eye rolls, even eight years after its release—a spectrum that Jake Almario fully understands but his focus is solely on continued progression. He has some interior additions in the works and, in the very near future, the engine will see a few more upgrades that include a switch to E85 and additional tuning to bring power output above the 800-hp mark.

Owner Jake Almario

Instagram @tuners.garage

Engine 2JZ-GTE; Cusco engine mounts; APR head studs; ported/polished head; Supertech valve springs, retainers; Brian Crower 264 cams; Ross Machine 90mm throttle body; adjustable cam gears; Borg Warner S366; custom exhaust manifold, 4-inch intake, down pipe titanium intercooler piping, TiAL blow-off valve; Precision 44mm wastegate with dump tube; Magnafuel 625 fuel pump; adjustable fuel pressure regulator; PHR fuel rail; ID1000 injectors; Fass fuel sump; Radium Engineering surge tank; ATI pulley; CSF oil cooler; Vibrant Performance Vanjen clamps; CX Racing AC delete bracket; Haltech Platinum Sport EMS; HKS DLI; Modified Wiring Specialties harness

Power 705 hp/545 lb-ft

Drivetrain R154 transmission; Competition clutch, flywheel

Suspension TEIN Flex Z coil overs; polyurethane bushings

Braking GReddy 6-piston calipers front, rotors; R32 calipers rear; custom line lock

Wheels & Tires Volk Racing TE37 18x10 front, 11.5 rear; Nitto NT01 235/40 front, 275/35 rear; titanium lug nuts

Exterior Phytonic Blue paint; Rocket Bunny Boss widebody aero conversion

Interior Sparco Evo GRP seats; Takata harness; Key!s steering wheel; CubeSpeed shift knob; Wilwood hydraulic extended brake handle

Thank You Shout out to my good friend Harvin Minhas for all the help.