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| TONY NGUYEN |
| 1993 TOYOTA SUPRA TURBO |
| 6 SPEED |
| BLACK/BLACK |
| AUSTIN, TX. USA |
 EMAIL TONY |
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| 7 photos |
| 2381 words |
| October 16th '03 |
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GENERAL:
I have always been a big fan of performance cars. My first sports car was a white 1990 300ZX twin-turbo. After a little research on the car, I ordered the 396 hp package from Jim Wolf. The package consisted of an ECU upgrade, intakes, cat-back exhaust, and a couple of orifices to restrict the factory-set level boost from opening up the wastegate. The performance upgrade was nice but the speed was so addicting. After discussing matters with Jim Wolf himself, I found that the VG30DETT platform could not support substantial power without major engine work. I decided to hold off on modifying the 300ZX any further.
Upon my search for a stronger platform for power, I ran across the Turbo magazine coverage of the Vegas Supra meet in 2000. I was amazed to find that the 2JZ-GTE could handle so much power…in fact, never before heard of levels from stock block motors, as anyone perusing the to4r.com website can attest to. I have always admired the look of the Supra, the bulging fenders with the unique four-lamp taillights were just awesome. The stunning, aggressive look and an engine that can handle well over 900 rwhp without major engine work is a great combination in any car. I told myself that I must have this car somehow.
Well...it took a few months to find the right Supra. I had my sights set on a targa-top model. However, I was fortunate to end my search with the purchase of a hardtop in the summer of 2000. It was a stock 1993 black on black 6-speed. I was a little disappointed about not having the removable top at first but I was glad to find how rigid the hardtop really is compared to the targa-top models. Owning one of three-hundred, twenty six cars in a pool of slightly less than 12,000 cars sold, both turbo and non-turbo, six-speed and automatic, is truly a privilege, as is belonging to Steve Theodore’s Hardtop Registry. To this day, I still enjoy it immensely every time I take the car out for a drive. | ENGINE:
The 2JZ-GTE is definitely one of the most overbuilt engines in the world, if not the out and out strongest. From the stock configuration of 320bhp to over 900 rwhp without upgrading the bottom end is just unheard of (before the 2JZ-GTE) J. The transformation of a stock car to what it is went pretty fast.
The first modifications to the car were downpipe, FCD, and an electronic boost controller. With the BPU parts mentioned above, the car netted 424 rwhp on stock turbos at 1.3 bar. This was pretty amazing considering that the stock supra was rated at 320 bhp (about 295 rwhp for some of the stronger stock motors).
I was happy with this horsepower figure…..for about a week. Soon after, I ordered the HKS VPC, APEXi S-AFC, and HKS cam gears. Knowing that I was going to go to single turbo eventually, I decided to get a front mount intercooler. There were so many options and price differences between different makes and models. After quite a bit of research, I decided to go with GReddy 3-row. This intercooler was designed to fit the stock turbos and is efficient enough for a large single turbo. Besides, Darren Strunk made 851 rwhp with this intercooler, and Peter Blach has since made 958 rwhp, and my goal was much less than the numbers put down by these to4r heavy hitters. This intercooler, in my opinion, was the best buy and has proved its worth many times over in my car and many others.
After I finished installing the intercooler, I took the car out for a test drive. Right after the first pull, the stock clutch gave way. The intercooler alone added enough horsepower to fry the clutch. When I began shopping for a clutch, I wanted this unit to be able to handle up to 650 rwhp. I decided to go with the RPS Stage 3 with the Mueller light-weight flywheel combination. The flywheel allows the engine to rev much faster than with the stock unit. However, the car sounds like it has a can of loose marbles in the transmission. One kid at a supermarket was telling me “man, something is wrong with your car. Your engine does not sound right”. So, I laughed to myself and just walked off.
With all the new modifications, I took the car back to the dyno. I was hoping to get about 450 rwhp. However, I was only able to get 440rwhp but torque was at 457ft-lbs at 1.4 bar. Being a little disappointed with this horsepower figure, I started planning for a single turbo.
Upon researching all single turbo kits available at the time of my purchase, I set my goals on 650rwhp. At the time, the RPS ball bearing T66, HKS TO4R, Sound Performance SP63, and GReddy T78 were available single turbo options. I found that all of these kits met my horsepower goals, but I decided to go with the T78 kit as the best bang for the buck. This kit offers a decent spool with great top end power. Other kits may have better spooling characteristics but won’t have as much power on top end or the reverse is true. At this time, there is no magic turbo that spools faster and has better top end power.
Before I could have my single turbo kit, I had to first convince my wife that I needed all the power the turbo would bring to a car that I hardly drive. Being married with a single income and a big house note, it is not as easy as to go out and order a turbo kit. My suggestion to those who are married or have a significant other, be extra NICE J. I was able to catch my wife in the right mood and convinced her to let me get the turbo kit. I went ahead with the T78 single turbo kit with the GReddy Type R blow-off valve. At the same time, I was slowly gathering the necessary components for a fuel system upgrade.
After the installation of the turbo kit and fuel system, I took the car to Protech in Austin for tuning and some dyno work on November 2001. With the help of Justin Nenni and Kean Wang, the car put down 644 rwhp and 579 ft-lbs of torque. I was not 100% happy since I was about 6hp shy of my goal. Immediately, I began to look for more upgrades. After some short discussions with Darren Strunk, I decided to go with HKS 264 cams for intake and exhaust. Lucky enough for me, I found the cams slightly used through Speed Pride Engineering. These cams belonged to none other than fellow to4r.com member Ken Henderson. I was able to get the cams from Ken for about ½ the cost of new ones. On a side note, Ken is a great guy to talk to pretty much about anything.
While having Chris Johnson of Performance Motorsports install the cams, I went ahead and dropped in Crower Ti retainers and springs. I noticed more top end power right away. The car was having problems finding traction around 5-6000rpm. I had a grin on my face all the way home. Nevertheless, it was not along after that I decided I needed to raise the rev limiter on my car to make even more power. The dyno sheet (644rwhp) showed that power was still climbing when we hit the rev limiter. To reach or surpass my goal, I need to tune the engine more and I decided to bite the bullet and get the AEM EMS as a simple way to raise my rev limiter and comprehensively tune my car once and for all. | FUEL:
I decided to build my own fuel system instead of going with a pre-built kit. This way, I could build it the way I wanted. When consulting with Alex at SPE, he recommended that the fuel rail be fed only from one side with the fuel pressure regulator on the other side. Who am I to argue with Alex. After all, his cars are built that way. So, I went to gather parts that would give me up to 700 rwhp. For those who are building your own fuel systems, I would highly recommend you get your braided lines and AN fittings from www.racerpartswholesale.com. I think they have some of the best prices on the lines and fittings. Their service is great too. | ELECTRONICS:
The car began the power quest with the addition of the Apexi AVC-R and HKS FCD. I decided to remove the restrictive MAF by replacing it with the HKS VPC. Also, the Apexi S-AFC was added to dial in the fuel curve a bit. This combination has proven to build some beast Supras in the community. However, with all these piggy back computers, I was still operating on the stock ECU. I was at a point where I needed to bump my rev limiter to build more power. My options were to have G-force reprogram my ECU or replace the ECU with the AEM EMS. Going with the AEM was logical since it replaces the VPC, AFC, FCD, and the AVC-R. Not only that, it regains my glove box, and I was able free up some electrical load.
The AEM system for the Supra operates in the wasted-spark configuration. This means that our ignition coil has to fire twice for every cycle. The coils were designed for direct ignition; therefore, it may not have enough time to recharge in a wasted-spark ignition. The HKS Type DLI ignition amplifier was added to resolve this problem. The HKS DLI to creates a stronger and a longer duration spark, eliminating the high-end miss so common in cars without it or something similar..
With the AEM EMS installed, I was able to get the car to drive well under boost. The EMS is so flexible that a user can tune the car to be stoich or leaner under vacumn. This allows the car to be more efficient while cruising. When in boost, the fuel map can be richened up to prevent detonation. Since I did not trust myself on a $2000+ gamble (cost of a new shortblock + water pump J ), I enlisted Justin’s help again to get the car dialed in.
Justin’s knowledge of this unit is just incredible. He was able to get the car to produce 610 rwhp on pump gas at 1.5 bar. We were not able to get the boost controller feature on the AEM EMS to work correctly so we decided to wait on the high boost run. I am hoping that the next time on the dyno I will be able to get great numbers. With more than 0.5 bar to go for 90 rwhp, I have no doubt that I will reach my new goal of 700 rwhp.
Before, I corrected the boost control feature on the AEM, I decided to wait for the major software release. While waiting for version 1.0, I decided to change my tired old factory coils and HKS DLI to the LS1 coils with Derek O’Banion’s harness. I went with this ignition system since my coils are over 100k miles. With the LS1 coils, I noticed better idle and response on top.
My latest modification to the car was installing a Race Logic Adjustable Traction Control system. This system allows our high-powered cars to get the most power to the ground without wasting power and time on spinning the tires.
It has been around three years now since I’ve owned this car and I have not stopped modifying her. I am hoping that once I hit the magic number of 700, I will be satisfied.
| BRAKES/CHASSIS:
Currently, the car relies on stock twin-turbo brakes. I think that the stock system is sufficient since my car is mostly a street car. I added stainless braided lines to prevent expansion in the brake lines under heavy braking. The chassis is stiffened by the TRD front strut bar. I had a rear strut bar installed, but I found that it did not help since my hardtop was plenty stiff in the back. The suspension is based on a set of Eibach springs and stock shocks. Someday, I might go with a set of coilovers. Currently, I do not think that it is really necessary for my purpose. | WHEELS/TIRES:
For the looks, I decided to pick up some wheels. I went with the Volk Racing TE37s because I want the car to retain the Japanese import look. I am really glad that I went with these wheels. They really complement the look of the Supra. | INTERIOR:
I like my cars to stay stock looking from the interior as much as possible. The only additions to the interior were some gauges. The stock audio system was replaced with a Clarion MP3 head unit, a PPI 5 channel PCX-5800 amplifier, and a custom fiberglass box that holds an ADS 10” RS310 subwoofer. This custom box allows me to keep the spare tire while providing decent bass. | EXTERIOR:
I also try to keep the car looking stock on the outside. You can’t really say that the Supra has a “sleeper” look since everyone knows what these cars can do. The only exception was an RMM adjustable rear wing. I think this wing enhances the low, squat look of the Supra. | PERFORMANCE:
In November 2001, the car laid down 644rwhp SAE net with the stock ECU and VPC+S-AFC combination. This was done at 2 bar on race gas and stock cams. On December 2002, the car put down 610 rwhp with the 264 degree cams and the AEM EMS. This was performed on pump gas and at 1.5 bar. I think that the car has a very good chance of breaking 700 rwhp before it will run out of injector capability. (Hopefully, the horsepower bug stops here) |
PARTS LIST:
| ENGINE:
GReddy T-78 Single Turbo Kit
HKS 264 Intake and Exhaust Cams
Crower Titanium Retainers and Springs
LS1 Coils
Iridium IK24 Sparkplugs
GReddy 3-Row Front Mount Intercooler
GReddy Type-R Blow-Off Valve
Blitz Midpipe
HKS Super Dragger Exhaust | FUEL:
Twin Walbro In-tank Fuel Pumps
Canton 8” Fuel Filter
Denso 720cc Injectors
HKS Fuel Rail
Aeroquip -8 Stainless Lines and AN Fittings
Sard Fuel Pressure Regulator | ELECTRONICS:
Race Logic Adjustable Traction Control System
AEM EMS
WBO2 Controller and Sensor | DRIVETRAIN:
RPS Stage 3 clutch with Mueller Light-Weight Flywheel | BRAKES/CHASSIS:
TRD Strut Bar (Front)
Stock Brakes
Goodridge SS Brake Lines | WHEELS/TIRES:
Volk Racing Gunmetal TE37, 18x9.5 Fronts, 18x10.5 Rears
Sumitomo HTR Z II, 265/35/18 Fronts, 285/35/18 Rears | INTERIOR:
Indiglo Gauges
Fuel Pressure Gauge
EGT Gauge
Boost Gauge |
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turbo: GReddy T78
pistons: oem
rods: oem
head: oem
cams: HKS 264
boost: 29psi
injectors: 720cc
pumps: Walbro x2
fmic: GReddy 3-row
clutch: RPS S3
nitrous:
rwhp: 644 (dynojet)
circa 757hp at the flywheel
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