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| GARTH WEAVER |
| 1994 TOYOTA SUPRA TURBO |
| 6 SPEED |
| WHITE/BLACK |
| LAS VEGAS, NV. USA |
 EMAIL GARTH |
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| 11 photos |
| 2055 words |
| June 5th '05 |
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GENERAL:
In the past I have owned several different vehicles, from a Porsche 911 and 928, to a Blown/NOS Chevy Pro-Street Truck, a Lingenfelter 420, and C-6 Corvettes. However my first experience with a MKIV was in 1998. I was at the races with my unbeaten Lingenfelter. A white MKIV drives up and the owner asks if I want to run for $500. A friend and I talk it over and say sure, (it’s just a 6 cylinder, we’ll enjoy taking his money). Well, that did NOT happen, I lost to the Supra. At this point I was amazed, but not convinced. I started doing some research on these 6 cylinder turbo cars and found that they could make a lot of power for such a small package and the stock bottom end was amazingly strong! So I sold the Lingenfelter Corvette and started the search for a clean 6-speed MKIV. I begin looking around the net, at Autotrader and other websites. February 2002 I end up finding a 59,000-mile white 1994 6-speed in Arizona. Ryan Woon was the owner’s name (ever heard of him?). I call him up. Shortly after my wife and I fly to Arizona to look at it ... and I get a ride in the fastest car I had ever been in!!! Bought it. Drove it home to Vegas. Back then the car was a T-66 with the normal APU upgrades making 696whp and at that stage had run a best et of 10.56@134mph.
After a while enjoying the new car and meeting other car enthusists, I began shooting parts of the meets, for fun. I own a sound/video company here in Vegas. As things progressed, I became interested in striking up a new division of my video department to mix business with pleasure and incorporate the best of both worlds. Thus, Extreme Motor Sports Video Production was born. (www.extrememotorsports.tv) This venture started out with PSCA drag racing, along with other motor sport events. I heard of the Supra meets in Vegas and Texas and approached Keith Hart from the Supras Invade Las Vegas event, with the idea of capturing these incredible cars and their owners meeting from all over the country in one specific location. Quickly learning the interests of this group, we have now successfully produced for not only Keith Hart but Peter Blach from the Texas Nationals Supra event as well. We are hoping to continue working with them both. | ENGINE:
After several months of gathering information on performance upgrades I felt it time to step it up to the next level. I was pleased to find a local performance fabrication shop, Virtual Works Racing (VWR), owned by Dana Westover. VWR is a proven high performance shop, so I told Dana what power level I wanted to accomplish and we worked out the rest from there. We decided to go with a built shortblock and head. The block and machining was done by a friend and long time associate of Dana's named Adam Dahl of Allied Machine in Las Vegas. Adam specializes in high horsepower boosted motors. The overall assembly was a partnership between Dana and Adam. We started with a 20 over fresh block, Arias pistons, Crower H beam rods, Carr bolts, VWR ported and polished head with Ferrara 1mm oversize valves with titanium retainers, locks, Crower springs, and HKS 272 cams. My head porting and polishing was done by Ben at VWR.
VWR fabricated the turbo kit as well as the custom 4" intake piping and 5" custom fresh air intake with 10" air filter. A VWR Intake manifold, 90mm throttle body, custom VWR stainless steel 4" downpipe and exhaust were installed. Even prior to the decision of the complete motor and car re-build I had spoken to Dana and ordered his VWR intake with the 90MM Accufab Throttle Body. I had done extensive research on the manifold and made the decision to purchase it. The manifold works period.
The VWR "End All" fuel system consist of 3 Walbro pumps, custom hanger, Aeromotive fuel filters with all braided line, Weldon fuel pressure regulator and 160# injectors. I did question the choice of 160lb injectors with Dana, but the size was determined by the power I wanted to achieve. They are actually quite streetable with the right combination and tune :)
I spoke with Dana prior to starting on the car and told him that I would like around 900+ whp but to still keep the streetability, with A/C and smooth idle etc. I wanted my cake and to eat it too! I had talked to several other Supra owners and I knew I could attain my goal in horsepower, but with which turbo set-up?
Dana suggested the GT42 76mm, because he was using the same turbo on his race car. On Dana's car this set up had made more power than the GT-76S, and I needed the power for my main objective; hunting down Hayabusa's, GXSR's and other big bore bikes. I love highway rolls! I knew at the beginning of my build that this would shape my goals for the car; I wanted bulk power to beat the bikes I had been beaten by before, with my T-72 set-up.
The project started on Sept 14th 2004, with the aim of having the car completed for Supra's Invade Las Vegas 2004 in October. We were burning the midnight oil to achieve this, but there was just too much to do. Between all of the extra fabrication on my car, and other delays due to Dana's personal race car, plus other customers wanting their cars done, we ended up deciding to just chill and take our time. The build continued through the remainder of the year and was completed December 2004.
As the build progressed I would sometimes go to Dana's shop untill 2-3am in the morning, helping with the car and watching Dana do his craft of fabrication. I did everything from sweeping the floors to helping with small tasks on the car... the car was at the shop 4 months. I even would pull the car out and detail it, to keep it clean and sweet while it was still being built.
The first month of the build we were collecting parts for the motor and doing the machine work, then we needed to finish assembly of the engine and head. Month two saw Dana fabricating the header downpipe and larger intercooler inlets and outlets. During this time the fuel system on the car was completely redone from front to back. The third month we started on the wiring of the AEM. Other miscellaneous electronics were also being completed. I wanted a polished housing on the turbo, so we polished the housing, intercooler pipes, valve covers etc. The 4th month we installed the exhaust system, new clutch, engine, all the gauges and FJO. | DRIVETRAIN:
Recently I have had to upgrade the clutch to the RPS Carbon -Carbon set-up with the chrome moly flywheel part# CC-22170. great for hard core drag racing and roll on's. You can't hurt this thing. Incredible!!! I can't believe how streetable this clutch is. Rob at RPS has been great to work with. | WHEELS/TIRES:
Actually my first upgrade was the wheels and tires. I had a RMM carbon fibre wing already and thought a black centered wheel would look sweet. After speaking with Alan at Kinesis wheels I decided to go with the K-58’s. The wheels are 9x18” fronts with 245/40/18” G-force KD’s and 10.5x18” rears with 295/35/18’ drag radials. | PERFORMANCE:
The night I received the phone call the car was ready to fire, I could hardly get down to the shop fast enough! It sounded awesome and started and ran with no problems.
The power band is very linear. It starts building boost around 4500rpm and continues till redline, around 8600rpm. I like to get the car around 6200rpm for a nasty launch or roll on and nail it.
I recently re-ran a modified Busa around 180whp with a pro rider from a 1st gear roll. He had beaten me before and I was eager to level the score. I arrived at the normal location and agreed to do a 20mph roll with the Busa. We were paired up even, I was at 6400 rpm no brake boost and we left, a little tire spin, but not bad. I got out on him and never looked back. I ended up in 6th at around 200mph about 10+ car lengths in front. Awesome.
The previous race with the bike I was running the stock motor with 264 cams and a GCC VPC set-up on a GT-72 DBB making 706 rwhp. The bike would get out on me about 5 car lengths on the jump and I could never catch it after that. The difference between 700whp and 1000whp is simply amazing, I found out that you need over 800whp to beat a Hayabusa in a roll on, especially a modded bike with a good rider. This car eats the stock Busa's!!! Who would ever thought 3500lb cars would be beating bikes?
I feel the combination was perfect for what I wanted; a big power-making, roll-on machine. Good spool, big power and drivability. I think the thing I need to say is a professionally built motor with the right combination is lethal. I have never been in a car period, that pulls in every gear like this car! I love it.
The dyno was a experience in itself. I was concerned with just how much power on boost alone I could make; could we make 1000+whp? We would see. So I contact Dana about the dyno session, and he made arrangements with Gill from NRP Racing to use their Dynojet. I fill the car with C-16 and mount up the BFG drag radials and head down. We strap the car on the dyno and hook up Dana's laptop. I am excited to see what its going to do. The first pull is at 23psi and delivers 814whp, I can't believe it! We continue to tune and make pulls, and hit our best of the session with a 1034.96 at 36psi. I am happy at this number, keep in mind I am running the car at this same state of tune on the street.
After the dyno, one of the dyno shop's employees couldn't believe the power this little 3.0 litre / 183ci motor made, so I offered him a ride up the I-15 freeway. I asked him if he has ever been in a 1000+whp car before and he said no. I get on the freeway, middle lane, shift into 2nd, ease into the throttle, boost comes on at about 4500rpm and rasp of the VWR racing 4" exhaust and we go sideways into the right lane then back to the left lane. Scary ride! I try it from 3rd gear. The car hooks better in 3rd and we go from 3rd to 4th and the best way to describe it is crazy, hard pulling, intense power!!!! Back at the shop I ask the gentleman what he thinks, he replies "That is the fastest ride I have ever experienced!... that thing is sick fast".
1000+whp is not for the faint of heart... and I feel the car still has more power left in it. We have still yet to use the single fogger NX NOS system!
The car was a 4 month project. Now, after going through the entire build process, I am of the opinion that Virtual Works Racing builds the best Supra period, from the design and quality of the intake manifold, to the custom turbo system and all the other hardware and installation. | THANKS:
Special thanks to Dana and Ben from Virtual Works Racing. Adam for the great motor. DeAnne and my kids for putting up with all the late nights working on the car at Virtual Works. |
PARTS LIST:
| ENGINE:
20 over short block
Arias pistons
Crower H beam rods w/Carr bolts
Virtual Works Racing ported & polished head
Ferrera oversized valves
Crower springs & retainers
Virtual Works Racing GT42-76DBB turbo kit
Virtual Works Racing intake manifold w/90mm throttle body
Virtual Works Racing custom intercooler piping
Virtual Works Racing 4” SS down pipe and exhaust
GReddy 3-row FMIC
NOS NX single fogger (never used yet) | FUEL:
3 Walbro pumps
Custom hanger
#8 braided fuel lines
Aeromotive fuel filters
Weldon Fuel regulator
Polished fuel rail
1600cc injectors (x6) | ELECTRONICS:
AEM ECU
5-bar map sensor
FJO A/F meter
HKS DLI | DRIVETRAIN:
RPS C/C
B/M Billet short shifter | BRAKES/CHASSIS:
Akuta Drilled/ Sloted rotors Front & Rear
Ceramicool Pads front: D-629, rear: D-630
Goodrich S/S brake lines F/R | WHEELS/TIRES:
Kinesis K-58 with black 5 spoke centers
9x18” / 10.5x18”
245/40/18” BF Goodrich G-force KD’s
295/35/18" BF Goodrich Drag Radials | INTERIOR:
Apexi EL1 gauges
GReddy Turbo timer | EXTERIOR:
RMM carbon fibre wing |
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turbo: Garrett GT42
pistons: Arias
rods: Crower
head: ported
cams: HKS 272
boost: 36psi
injectors: 1600cc
pumps: Walbro x3
fmic: GReddy 3-row
clutch: ACT
nitrous:
rwhp: 1035 (dynojet)
circa 1217hp at the flywheel
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