| JOHN SALMI |
| 1995 TOYOTA SUPRA TURBO |
| 6 SPEED |
| METALLIC BLACK/BLACK |
| CASTLE ROCK, CO. USA |
 EMAIL JOHN |
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| 8 photos |
| 967 words |
| November 9th '02 |
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GENERAL:
I don't recall the first time I saw an MKIV Supra. I do know that SupraList(tm) infected me sometime in 1998, as I was running around in my well modded '93 Eclipse GSX. Thinking I was big and bad. The smallish town I live in had a single N/A MKIV and I was just drawn to the lines the car had. It was beautiful. I knew that I'd have one someday...
When the decision was made to try and find one, I shopped for about 6 months until I found a car dressed up the way I wanted (6speed, black on black, targa, chromie wheels) at a price which wouldn't make my wife snap the pursestrings away. The car was finally found online, in Houston. A DSM pal went and testdrove the car, giving it a thumbs up. I sent the owner a check to hold the car for me, and flew from Denver to Houston the next week to drive it home. 2 hours north of Houston I got my first (and only so far) ticket in the car. Had to exercise the car, you know....
I knew that the car had some possibilities, but nowhere near what's been revealed to me in the past 1.5 yrs. |
ENGINE:
I'm running a stock longblock. I blew up the motor which came in the car on 2/12/01, while spraying a 100 shot on the dyno. I engaged the nitrous about 2000 rpm too soon, and the resulting torque had to go somewhere. The result was a snapped #5 rod, bent #6 rod and 2 'custom observation ports' on either side of the block. I keep that block in my garage as a reminder to NEVER EVER cut corners. A simple RPM window switch would have saved my motor.
I sold the nitrous kit. With a brand new short block and a refreshed head in the garage, what better time to add a bit of power before bolting everything back together. The stock twin setup was set aside in favor of an RPS turbo kit, built around a Turbonetics T66 with a .70 A/R turbine housing. An HKS racing BOV and Turbonetics racing wastegate are underhood, and an HKS GT intercooler takes care of cooling off the compressed charge.
In order to get the anticipated power to the ground, a Mueller aluminum flywheel with a stainless steel insert was installed, along with an RPS Stage 3 clutch. Stock Flywheel: 34 lbs. Mueller: 13 lbs. Revs like a chainsaw. I've got an AEM exhaust cam gear, set to 3 degrees retarded. An HKS 264 exhaust cam is on the wish list. Perhaps after the car is dyno tuned. I'm a fan of NGK 6097 plugs, and have been running 28psi on the street with them at the stock gap. |
FUEL:
An HKS fuel rail was fitted with 720cc Greddy injectors. To feed the rail, a Bryce Danna fuel kit was installed. The stock fuel line was left in place from the pump to the stock fuel filter, and a -6 AN line was run from the filter to the back of the HKS rail. The 2nd pump, also feeding a -6 AN line, feeds the front of the HKS rail. An Earls fuel filter sits in the 2nd line. Fuel pressure is controlled by an Aeromotive adjustable regulator. |
ELECTRONICS:
I'm using an HKS VPC and an Apex-i S-AFC for fuel curve tuning. For boost control, I alternate between a Greddy Profec B (for the street) and a Marc Hallman manual controller (for getting serious). A Greddy BCC is also installed from the days when the car was BPU, and a Greddy turbo timer is used for cooldown. |
BRAKES/CHASSIS:
So far I've found the OEM brakes to be sufficient for my purposes. Not being much of a road course/autocross guy, the stock setup works quite well for me. |
WHEELS/TIRES:
I'm using the OEM wheels with 275/40/17 tires on the rear, and 235/47/17 on the front. For the occasional trip to the dragstrip (or an evening out V8 hunting), a set of Moda wheels with Nitto 275/40/17 drag radials go on the rear. |
INTERIOR:
Stock stock stock, with the exception of a 30-0-30 boost gauge, 700-1700F EGT gauge, 0-80psi fuel pressure gauge, and a digital O2 sensor voltage display to monitor the A/F ratio. Until I aquire an in-car wideband O2 sensor and display. |
EXTERIOR:
Veilside C1 sideskirts. There was a C1 wing on the car when I purchased it, however that was quickly replaced with the stock wing once the car was in my garage. |
PERFORMANCE:
My latest dyno pull, which is also the only pull that I've done since rebuilding the motor, yielded 626.6 RWHP and 554.2 ft lbs of torque. Since the car hadn't been properly tuned, the it was running pig rich. Between 5000-5500 rpm, the A/F ratio fell off the chart, as the wideband only measured as rich as 10.0:1. The VPC is always zeroed out, but I was adding 5% fuel from 4500 - 7000.
A pull with the added fuel put down 598 hp. Pulling out that 5% of added fuel yielded an additional 28 RWHP - the 626.6 hp shown on the dyno graph. I hope to be back on the dyno later this month in order to tune the A/F ratio to between 11.5:1 and 11.8:1 for race gas.
The 626 hp was made at 26psi on the T66. With another 4 psi and the fuel curve tuned to something sane I fully expect to dyno between 650 and 675 RWHP. I guess time (and tuning) will tell. |
PARTS LIST:
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ENGINE:
Stock longblock
ARP head studs
AEM exhaust cam gear
K&N air filter
3" intake from K&N to turbo
Turbonetics T66 turbo .70 A/R turbine housing
RPS header
RPS shorty downpipe/O2 sensor housing
RPS downpipe
Apex N1 catback
Hallman Manual boost controller, for track & v8 hunting
Turbonetics racing wastegate
HKS GT FMIC
HKS BOV |
FUEL:
Bryce Danna Fuel System
2x OEM pump
-6 AN lines
Aeromotive FPR
Earls filter
HKS fuel rail
Greddy 720 injectors |
ELECTRONICS:
HKS VPC with 720cc/stock cam chip
Apex-i S-AFC
GReddy BCC
GReddy turbo timer
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DRIVETRAIN:
RPS stage 3 clutch
Mueller 13 lb aluminum flywheel |
INTERIOR:
30-0-30 boost gauge
0-80 psi fuel pressure gauge
700-1700 def F EGT gauge & thermocouple
Jumptronix digital A/F voltage gauge |
EXTERIOR:
Veilside rear skirts |
