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| JOHN MINERT |
| 1997 TOYOTA SUPRA TURBO |
| AUTO |
| ROYAL SAPPHIRE PEARL/TAN |
| PROVO, UT. USA |
 EMAIL JOHN |
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| 11 photos |
| 1233 words |
| August 12th '02 |
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GENERAL:
My Supra addiction began when my older brother bought a new MKII in 1982. Two years later, I bought my black ’84. I’m dating myself when I tell you that I had one of the very first in-dash CD head units in 1984 with tweeters in the air vents, etc. The ergonomics and interior features of the MKII were incredible for that time. I bought 17” mesh wheels with a polished lip and lowering springs, tinted the glass, and I thought I was pretty cool.
In 1998, I moved up to a white ’89 MKIII turbo. This was a Carver Audio competition car, with an amazing sound system. This car caught the eye of Matt Whitaker, who also owned an '89 turbo at the time, and since that time Matt and I have been life-long friends. I got a glimpse of the Supra’s potential for power as I pushed this car up to HKS stage 4 and really thought I was having fun, until...
I bought my first MKIV in 2000, and a whole new world opened up for me. I sold this white ’94, then bought and sold five more MKIV’s before settling in on my “keeper” RSP. After going bpu++, it made 390 RWHP on stock twins, and consistently ran the ¼ mile at 12.8 seconds. I was also fortunate to win a trophy for “MKIV Cleanest Engine” at the October, 2001 Supra meet in Las Vegas. Now that the T-78 single turbo is on the car and tuning is stable, I’m beginning to understand the full potential of the car I fell in love with almost 20 years ago. | ENGINE:
My RSP is running on stock internals. At first, I ran with the stock trans with modifications to the valve body. I chose the 3-disc 4000 rpm torque converter from Precision Industries. After returning the TC to them twice, I'm counting on a predictable level of performance. If not, I'll pursue other options. The 4000 stall makes for a somewhat revvy ride around town, but it holds the power well at WOT. The valve body work produces firm concise shifts.
In July, 2002 I sent the tranny to Brian Westelin of Art Carr fame in Los Angeles, who has been upgrading MKIV trannies since 1994. Matt also hooked up a converter lock-up switch using the O/D button on the shift lever. Heat is arguably the largest contributor to the death of an automatic tranny. To fight the heat, I have B&M coolers inside the front bumper on both sides, with SPAL fans pulling air through each cooler. I also have a SPAL 13" pusher fan.
Other engine related toys include: GReddy 3-row FMIC with the 4-row direct-route piping, Greddy PCV catch can and oil filter relocation kit, Unorthodox adjustable cam gears visible through engine cover, Blitz Dual-SBC boost controller, HPC "Extreme" coating applied to the GReddy stainless manifold and cast exhaust snailshell, chromed PHR upper radiator pipe, custom anodized aluminum intercooler cover plate, firewall box, and fan shroud, Optima battery with the cover painted RSP, silicone hoses, etc. One HKS Super Sequential blow-off valve is mounted on the lower GReddy intercooler pipe, and I'm still contemplating the mounting location for the second SS BOV somewhere under the hood. The T-78 downpipe feeds into a stainless steel Blitz midpipe, followed by a latest generation TRD catback stainless steel exhaust.
| FUEL:
Matt and I installed Titan’s fuel system on the RSP in March, 2002. I went with a second Denso pump, 720 injectors, and a polished rail. The Paxton regulator is great quality and the blue/silver color scheme ties in well. We were able to hide all of the relays inside the rear hatch interior trim panel to maintain a clean, stock look in the spare tire area. I’m also considering a 75 shot of NOS for lag reduction.
| ELECTRONICS:
A GReddy BCC is tapped into the VPC wiring harness at the ECU. I also have an Apexi’ S-AFC below the odometer panel, though I admit it’s mostly there for looks. The tuning done so far has been on the VPC.
| BRAKES/CHASSIS:
Ryan Woon installed TEIN HA coilovers, TRD braided stainless brake lines and a Cusco rear strut bar on the RSP before I bought the car from him. Ryan prefers his Supras with a low profile, and he had the TEIN’s adjusted accordingly. They were so low that the belly of the Apexi’ Dunk exhaust canister was completely flat, having been “reshaped” by too many Arizona speed bumps.
I had installed the TRD front strut brace on my other MKIV’s, but this time I decided to have it chromed, which started a small trend in the Supra community. TRD anti-sway bars went on the car during the turbo upgrade project. I upgraded the front brakes to the Brembo “Big-Brake” kit in 2001 as well as Brembo cross-drilled rotors on the rear.
| WHEELS/TIRES:
My RSP is a daily driver, with the exception of snowy days in the Winter. I sold my 18” chromed Kahn RSR wheels in anticipation of the additional power from the T-78 turbo. Like many others, I consulted Steve Jarvis about my new wheels. I told him I liked the look of the Blitz Z-2. He said that SSR made a 3-piece wheel with similar looks, but in a wider wheel and with customizable offsets. He helped me place my order with Eurosport (in Hawaii) in March, and the wheels arrived in Utah in early May, 2002. The name of the SSR wheel is “Courage”, and I paid an upcharge for full chrome on the 5-spoke center section. Steve’s recommendation for tires was Yokohama AVS Sports and I went with it. I drag race seasonally, but use Nitto 555R’s on stock satin 17” wheels at the track.
| INTERIOR:
My interior is stock, except for my blue/black TRD wheel (one of the first to be imported in 1999) and a 3-pod LoTeck A-pillar with three GReddy white face guages. I have a set of 5 color indiglo white face gauge overlays, and an Apexi’ Super-AFC just under the odometer panel. I also tucked a digital transmission fluid temp gauge in the center console. A roll-cage is inevitable, and I’m researching my options at the moment. | EXTERIOR:
This RSP had previously worn Blitz wheels, so the rear fenders had already been rolled. This helped accommodate the deep-dish 18” SSR Courage wheels in 11” width. I chose the Stillen urethane front bumper, and the OEM hood scoop. Soon to be installed are the JDM style sideskirts and rear valances by Paul Whiffen. | PERFORMANCE:
On May 13, 2002, we dyno’d the RSP in Salt Lake City with their wideband 02 sensor. We mixed 3 gallons of 108 unleaded race gas with 5 gallons of 91 pump gas. After several pulls, we locked in at 26 psi and hit 643 horsepower at the rear wheels, SAE corrected. The only tuning we did was to lean the gain knob of the VPC about 4 clicks.
Heat saturation, lower than optimal octane race gas, and time prevented us from more pulls that day, and we know that there are still a few horses in there waiting to be set free..
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PARTS LIST:
| ENGINE:
T-78 Turbo
GReddy stainless steel manifold with HPC 2600 degree Extreme coating
GReddy type R wastegate
Two HKS Super Sequential BOVs
GReddy 3-row FMIC
GReddy blue T-78 filter
Stock camshafts
Unorthodox cam gears
NGK 6097 sparkplugs
Stock radiator with two extra B&M tranny fluid coolers
TRD catback exhaust and Blitz midpipe
4000rpm PI converter
GReddy PCV catch can
GReddy oil filter relocation kit
PHR chromed upper radiator pipe
Custom anodized aluminum panel and box
Twin B&M tranny fluid coolers with tranny filter kit
Spare passenger side headlight with bright light cutout for drag racing free flow intake | FUEL:
Siemens 720 injectors
Titan Motorsports polished fuel rail
Braided stainless steel fuel lines
Twin Nippondenso fuel pumps
Paxton fuel regulator | ELECTRONICS:
HKS VPC, Apexi’ Super AFC | DRIVETRAIN:
Stock. Built tranny inevitable. | BRAKES/CHASSIS:
Brembo 334mm Big Brake kit
Brembo cross drilled rear rotors
TEIN HA coilovers.
TRD front chromed strut brace
Cusco rear strut brace
TRD anti sway bars | WHEELS/TIRES:
SSR Courage chromed, 18x9.5 /50mm (f), 18x11 /49mm (r)
Yokohama AVS Sport, 275/35/18 (f) and 295/30/18 (r) | INTERIOR:
TRD blue/black steering wheel with SRS
Stock gear lever with torque convert lock-up switch
Stock seats
Cage in planning phaze
Loteck 3 pod A-pillar with GReddy 60mm gauges | EXTERIOR:
Stillen urethane front bumper
JDM style sideskirts and rear valances
OEM functional hood scoop |
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turbo: GReddy T78
pistons: oem
rods: oem
head: oem
cams: oem
boost: 26psi
injectors: 720cc
pumps: oem x2
fmic: GReddy 3-row
clutch: stock auto
nitrous:
rwhp: 643 (dynojet)
circa 756hp at the flywheel
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