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| KEN HENDERSON |
| 1994 TOYOTA SUPRA TURBO |
| 6 SPEED |
| BLACK/IVORY/BLACK |
| GRAND TERRACE, CA. USA |
 EMAIL KEN |
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| 22 photos |
| 3448 words |
| November 12th '02 |
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GENERAL:
As a long-time subscriber to Car and Driver Magazine, and a big-time race fan, I first encountered the fourth-generation Supra in early 1993 and at the April 1993 Long Beach Grand Prix (LBGP). Normally aspirated production prototype MKIVs were being used by CART/PPG and the LBGP Association as pace cars for the weekend’s race events.
About the same time, Car and Driver led off with the 2JZ-GTE as its cover car, predicting cars would be in the showroom by May 1993. This most likely “special” final prototype was timed in 4.6 seconds 0-60 mph and 13.1 seconds in the quarter-mile, with a trap speed of 109 mph. I have copies of almost every article where the vehicle was road tested by mainstream automotive publications and I believe the car tested by Car and Driver is still the quickest and fastest “stock” Supra tested in the USA.
Although the car was from Toyota’s press fleet, its possible this car’s ECU was tuned to allow more boost than the 11.8 psi the stock ECU normally permits. Toyota indicated that the car was a final prototype with its engine, drive train, chassis and design “frozen” for production purposes, in effect a bone stock vehicle. I suppose the unvarnished truth is somewhere in the middle. Nevertheless, in my review of various road tests (all 6-speeds), the slowest 0-60 and quarter-mile times I have on record were 5.34 and 13.7 seconds, respectively, with quarter-mile trap speeds ranging from a low of 105.5 to a high of 107.9 mph. The quickest 0-60 time of a production car I have on record is 4.7 seconds, still a very good time almost 9 years later.
Skidpad ratings as high as .98g were recorded along with slalom speeds that averaged 68.5 mph. In a subsequent Car and Driver “10 Best” issue, an automatic Supra Turbo recorded a 70-0 braking distance of 149 feet, the best braking performance of any production car tested that year by Car and Driver. Quite a bit of time has passed in the interim, but this may still be the best 70-0 braking performance on record.
Over the vehicle’s development period, Toyota, stung by criticism that the 7M-GTE was too heavy, conducted 956 meetings for the sole purpose of lightening the MKIV Supra. Bear in mind that Toyota added a 6-speed manual transmission, dual air bags, 17-inch wheels, 12.7-inch and 12.8-inch diameter brake rotors, front and rear, and twin-turbos. When compared to the MKIII 7M-GTE 5-speed manual transmission, driver’s side air bag, 16x7-inch wheels, front and rear, 11.9 inch and 11.5 inch brake rotors, front and rear, and a single turbo, it is amazing that the weight reduction of the MKIV versus the MKIII (comparably equipped to the extent possible) was 300+ pounds, more if the NA MKIVs were compared!
All of this mighty engineering resulted in hollow fiber carpet, lighter floor mats and screws with their heads bored out for lighter weight. Think about it. Find another 2+2 vehicle with the Supra’s high performance mission (Ferrari 550 Maranello; Aston Martin Vanquish/DB7 Vantage) and compare curb weights. Even though the Ferrari and the Aston have been developed since the Supra went into production, both (3,700+ pounds, for the 550 Maranello; 4,000+ pounds, for the Aston) are considerably heavier than my 6-speed targa with everything, including the rear-deck spoiler at 3,480 pounds. I also don’t think its any accident that both vehicles, especially the 550, favor the Supra from an exterior design standpoint.
So, back to 1993. Although I was the owner of a built MK III, now owned by Clark Virene, I just had to have a MKIV. Although I probably would have purchased a 93.5, I was delayed in acquiring the vehicle because my wife was in an automobile accident in June 1993, where she suffered severe air bag-related eye injuries. She made me promise not to purchase the MKIV until she could see it, as she was completely blind for several months after the accident and prior to two very complicated eye surgeries.
In February 1994, I finally purchased the car. I also kept the MK III for my first year of MK IV ownership before trading it and an 88 4-Runner for the pink slip to a new vehicle. Driving the vehicles back-to-back was an enlightening experience, to say the least, but that’s a story for another time.
On to the real meat of this missive. | ENGINE:
In my last update having already developed 690.2 all-turbo whp and 566.1 lb-ft, I reported I was in the process of installing Ferrea stainless steel valves, dual valve springs, titanium retainers and black leather Sparco Milano seats. I had also made arrangements to have the turbine sections of the turbos, exhaust manifold and downpipe Jet-Hot ceramic coated. Before the motor work could commence, however, I received a proposal from Alex Shen, my tuner and co-owner of SP Engineering that, I later determined, I could not refuse.
In essence, Shen’s proposal was to sell me one of the spare parts kits for SP Engineering’s Supra-7. Shen had ordered Crower’s 3.2 liter stroker kit for the 2JZ-GTE motor and felt he did not need at least one of the spare parts packages for the Supra-7 (the car will be raced eventually). He may decide he doesn’t need the stroker kit after all, having recently made 862 all-turbo whp and 650 lb-ft. Other than lightening, balancing and polishing the factory crankshaft, the kit consisted of Crower billet steel connecting rods, forged .040 overbore JE pistons with a static compression ratio of 8.5:1, HKS 272° cams, both intake and exhaust and the aforementioned Ferrea valve train of which I was already in possession.
To this package I added a conservative porting and polishing of the cylinder head, extrude honing the turbos, the ceramic coating described above, except after conducting additional research, I switched from the intended Jet-Hot coating to Swain Technology’s ceramic coating, which I determined to be more effective, and serious modifications to both the turbine and compressor wheels of the GReddy TD06L20G 8cm2 turbos.
Rex Kieu, one of SP Engineering’s chief engine builders, spent a considerable amount of time measuring, balancing, specifying and measuring again and again before putting everything back together and installing the newly assembled motor in the engine bay. While Rex was otherwise engaged, I was coordinating the detail work on the turbos, including the ceramic coating, extrude honing and wheel modifications handled by my turbo consultant, Performance Techniques of San Bernardino, CA., (909) 824-1020.
Eyeballing the GReddy wheels was educational in itself. As most everyone is aware, Mitsubishi manufactures turbos to GReddy’s specifications and the GReddy turbos bear no relationship to the “regular” Mitsubishi turbos other than emanating from the same manufacturer. So, initially we decided to modify only the compressor wheels for greater flow, wanting to maintain as much response as possible by not messing with the turbine wheels.
After putting a gentle 1,800 or so break-in miles on the rebuilt motor, we climbed on the dyno on April 26, 2002 and at 1:38 bar, the minimum I can run with the 2.0 bar wastegate spring, a mixture of 91-octane (7 gallons), Unocal 100-octane unleaded (11 gallons) and two cans of octane 104, the car produced 499.4 whp and 415.5 16-ft, not what we were expecting (see dyno run 001). Fifteen runs later, we broke 700 whp by posting 700.9 whp and 570 lb-ft at 2.0 bar of boost (see dyno run 017). Our disappointment was in the extreme as the car produced 699 whp, 700.9 whp and 701.2 whp at 1.8 bar, 1.9 bar and 2.0 bar, respectively. Our hopes had been falsely raised when the vehicle produced an additional 36 whp when the boost was increased from 1.7 to 1.8 bar.
After much discussion amongst ourselves and Performance Techniques, we determined we had a big-time back pressure problem. So off came the turbos, no easy task in any car, but especially mine. This took SP’s Jason Reinholdt the better part of April 30, 2002. I had spent much of the 29th and 30th consulting with Performance Techniques and, when the turbos arrived at Performance on May 1st, we were ready. By the close of business on May 1st, the new modified turbine wheels were back inside their housings. I picked up the rebuilt turbos on my way home from work and delivered them to SP before it closed for the day. Jason Reinholdt mounted another major league thrash, finishing up by close of business on May 2nd.
Friday May 3rd, we had two major objectives: (1) To see if the new turbos worked as envisioned; and, (2) To see if VeilSide’s new all-titanium 90mm exhaust could outflow and outpower GReddy’s old standby, the Power Extreme. Again at 1.38 bar, and with no other changes from the prior Friday (April 26), the motor immediately produced 552.3 whp and 440.5 lb-ft, 53 whp and 25 lb-ft more than the first run of April 26th (see comparison of dyno runs .001 and .022). Mission accomplished as to objective #1.
Fifty-one minutes after the low-boost run with the Power Extreme, we mounted up with VeilSide’s latest and greatest. The results were simply amazing, 30.5 whp and 10.0 lb-ft (see comparison of dyno runs .022 and .023). Time to turn up the boost, which we did, and add five gallons of leaded 110-octane (we thought it was unleaded never having used it before). At 1.9 bar, the motor produced 739.5 all-turbo whp and 598.6 16-ft. That was more like it.
On Monday May 6th, we prepared to make a 2.0 bar run, but we first wanted to try to eliminate the dip in the various dyno graphs. We had about as many theories about what was causing the dip as we had fingers and toes, none of them satisfactory. Anyway, the car fell flat on its face, having mysteriously “lost” almost 100 whp at 1.38 bar. It was as though we had lost a cylinder or blown one, or maybe both, of the turbos. Then, we discovered salvation.
The lead in the 110-octane had fouled the O2 sensor, putting the sensor, ECU and knock sensor on red alert. What to do? We completely drained the tank and put in 10 gallons or so of pure Unocal 100-octane unleaded and began a series of low-boost dyno runs. By the time we struggled through five increasingly bad dyno runs, we had essentially, burnt the leaded residue off the O2 sensor. The following morning and after re-setting the ECU, the “lost” horsepower was all the way back, with the vehicle producing 578 whp at 1.38 bar. No need to wait, it was time to see what she could really do.
At 1.7 bar, TP CCRET produced 745.1 all-turbo whp and 608.8 lb-ft, six whp and 10 lb-ft more than she had produced four days earlier at 1.9 bar (see dyno Run .034). Because I have a 52mm 2.0 bar boost gauge, the boost was set at 1.95 bar. Look out below! The black beast gathered itself and punished the rollers to the tune of 789.1 whp at 6,960 rpm and 624.8 lb-ft at 6350 rpm (see dyno run .035). That’s it for me, guys. I think there’s more, but I see no point to it. All I’ve ever really wanted to accomplish is for the motor to realize its potential and not have the turbos hold it back. I think I’ve done that. What I’m proudest of, however, is the tractability of the vehicle and the continued existence of the accoutrements with which it came (a/c, cruise control, CD, etc.). Three compression check/leak down tests show all is well internally and I plan to do my best to keep it that way.
Special thanks to Rex Kieu, engine builder, Jason Reinholdt, for all of the major mechanical work encompassing 35 dyno runs over 8 working days and “driving” the car on the dyno, Shawn Wang for the absolute best Supra ECU tuning there is and Alex Shen for all the above and who made all of this possible. Also, special thanks to Jaime Nimmo and Tom Rose of Performance Techniques for their special turbo magic. | FUEL:
1,030 cc/minute of fuel capacity per cylinder and staged fuel injection pretty much defines my fuel system. I don’t need it all right now, but, you never know. . . . An HKS billet high performance fuel rail, home to HKS 720cc injectors, serves as the primary fuel rail. This HKS unit is backed up and supplemented by a custom SP Engineering/ADF dual-feed secondary fuel rail housing six 310cc RC Engineering fuel injectors. Fuel is pumped to these rails by dual Supra turbo in-tank pumps through -6 AN stainless fuel lines and pressurized by a Toyota Racing Development fuel pressure regulator. Controlling the primary fuel rail is the familiar HKS tag team of the Vein Pressure Converter, with custom chip, and HKS’s newest Graphic Control Computer, while GReddy’s Rebic III Additional Injector Controller and Rebic III Simulator control when the secondary rail and injectors join the party.
An HKS Twin Power Type DLI Ignition Amplifier enhances the factory direct-fire ignition system, allowing for more complete burning of the fuel under extremely high cylinder head pressures. Better managing my air/fuel ratios is one of the keys to picking up that whp left “on the floor”. All of the dyno graphs show the air/fuel ratio for the affected run. I think Shawn Wang and Alex Shen eliminated this as an issue. Look at the consistency from run to run.
| ELECTRONICS:
In addition to HKS and GReddy controllers mentioned earlier, I’ve installed HKS’s most sophisticated boost controller, the EVC-Pro and, of course, its ubiquitous turbo timer and harness. All of these units are supplemented by an appropriate complement of gauges and meters, starting with GReddy peak/hold gauges for oil temperature, oil pressure and fuel pressure, moving on to GReddy exhaust temperature and boost gauges and ending with an SP Engineering intercooler temperature meter and a TRD 10,000 RPM tachometer. Not counting the TRD tachometer, there are 12 additional gauges, meters and controllers installed in the vehicle’s interior. That’s a lot, I’ll admit. But, I think we’ve done a good job of placement and installation. You be the judge. | BRAKES/CHASSIS:
Unsprung weight is the bane of accelerating, braking and cornering. Where possible, I have enhanced the stock systems without adding weight or, in some cases, reducing it. Starting with the Brembo 4-piston calipers and drilled 14x1.3-inch, two-piece rotors, supplemented by Porterfield R4S compound brake pads and a Wilwood Brake Proportioning Valve, I have upgraded one of the best OEM passenger car brake systems in the world.
Since I’m a road racer as opposed to a drag racer, I can tune the brakes based upon individual tracks and track conditions. The custom system was developed and installed way back in January 1998. Since then, it has served me extremely well. Brembo now has a number of bolt-on front brake systems for the 2JZ-GTE, making upgrades significantly easier than I encountered. Earl’s steel braided brake lines ensure a firm pedal and the ability to do a better job at threshold braking.
In order to ensure maximum contact with the road during hard driving, I recently installed the Tein RA 16-way adjustable all-aluminum coil over suspension system with pillow ball mounts. Although the HAs perform as well, I selected the RAs for the purpose of reducing, to the extent possible, unsprung weight. I can’t say enough good things about this suspension system. I highly recommend it. The above suspension upgrades are augmented by a TRD strut tower brace in front, a Cusco carbon fiber strut tower brace in the rear, a Do Luck Floor Brace and recently installed (May 8, 2002) Toyota Racing Development anti-roll bars, both front and rear.
I think the proof is in the pudding, as on August 8-9, 2001, Nils Leufven and I participated in a BFG tire test sponsored by Turbo, Sport Compact Car, Import Tuner, European Car and VW Trends. Click on the G-Games for a full report, but the bottom-line is the car finished second overall, and first among street cars, (without the TRD anti-roll bars and the Do Luck Floor Brace) in hot laps around the Streets of Willow Springs. All this and the car was limited to two of a possible ten laps because of an unlucky power steering pump failure. As they say, “to finish first, first you have to finish”.
| WHEELS/TIRES:
About 45 days after I took delivery of the car, I received from Tire Rack three-piece forged Manary MS-6s (18x8.5F; 18x10R) wrapped by Dunlop SP-8000s. These wheels remained on the car from April ’94 to January 2001 when they were replaced by the current Work Meister S2 Rs (18x9F; 18x10R). In both cases, I went with forged wheels in order to add lightness and strength.
Over the years with the Manarays, I had looked at other wheels but I didn’t find anything I thought looked as good as what I had. I also had a rear caliper clearance issue I always had to be mindful of. The Work Meisters fill the bill perfectly. They are two-piece fully forged, weigh between 19 and 20 pounds each and provide tremendous clearance and cooling for my brake system. Plus they look tight, to my eyes at least.
I didn’t keep the SP-8000s for long, primarily because of road noise. I went to the Michelin Pilot SX MXX3s sized 245/40/ZR18s front and 285/35/ZR18s rear. These I liked quite a bit until I replaced them with my current Bridgestone Potenza S-02 Pole Positions in the same sizes noted earlier. These are very, very good tires. I know Bridgestone has come out with the S-03s, so these tires should be even a better value in the future.
| INTERIOR:
I recently installed black leather Sparco Milanos seats that I can’t say enough good things about. They are definitely pricey, but, in my mind, worth every penny. I was fearful of the interior looking funeral with the black Milanos but they really add a lot to the interior décor. I also replaced the factory steering wheel with a black leather MOMO “Race” version. This steering wheel really complements the Milanos well, adds a sense of airiness to the interior and makes the vehicle “seem” lighter and more tossable. I should have made this change much earlier. The other interior modifications have involved the custom installation of various gauges, controllers, meters and the Do Luck Floor Brace. I did not want to utilize air conditioning vents in a black car, so much care has been taken to install the “set and forget” controllers in available space on the lower left side of the instrument binnacle (EVC-Pro; Turbo Timer) and the glove compartment (VPC, GCC, Rebic III and Rebic Simulator).
The stuff you need to monitor while driving has been mounted on the driver’s side “A” pillar (boost gauge; exhaust temperature gauge) and passenger-side air bag housing (oil temperature and pressure; fuel pressure). Although the units required some interior modifications, care was taken to ensure the integrity of Toyota’s interior design was not violated unduly.
| EXTERIOR:
I’m pretty conservative when it comes to aesthetics. So, other than the wheels, tires and brakes described earlier, the only changes to the vehicle’s exterior involve a Bomex front lip spoiler, Stillen sideskirts and Philips 6000K HID headlamps (I like these a lot!) I think the look is fairly subtle, but the more you look, the more you see. Again, you be the judge. |
PARTS LIST:
| ENGINE:
SP Engineering/ADF Super Induction Custom Aluminum Air Intake Box
SP Engineering/ADF Custom Aluminum Intercooler Pipe Kit
SP Engineering/ADF Custom Aluminum Intake Piping
Fluidyne Prototype High Performance Aluminum Radiator
HKS Twin Power Type DLI Ignition Amplifier
GReddy Airinx Filters (2)
Earl’s Dual-Layer Steel Braided Oil/Water Lines
Earl’s Accessories, Flame Guard, Fittings and Stainless Steel
Hose Clamps
GReddy Four-Core Front Mount Intercooler
Highly Modified GReddy Turbochargers (2) TD06L2 20G 8cm2)
(Ceramic Coated; Extrude Honed)
GReddy Underdrive Pulley Kit
Hose Techniques Silicon Vacuum Hose
Jun/Toyota Adjustable Cam Gears
Top Secret Tubular Equal-Length Stainless Steel Exhaust
Manifold (Ceramic Coated)
GReddy Type C Racing Wastegate
VeilSide 90mm Titanium Exhaust
Blitz Racing Dual-Drive Blow-off Valves (2)
Extrude Honed Upper/Lower Intake Manifold
Extrude Honed and Ported Cylinder Head
Ferrea Stainless Steel Valves (stock size)
Ferrea Dual Valve Springs
Ferrea Titanium Retainers
HKS 272° Intake Cam
HKS 272° Exhaust Cam
Crower Billet Steel Connecting Rods
Lightened, Balanced & Polished Factory Crankshaft
JE Forged Aluminum Pistons (.040 Overbore; 8.5:1 C/R)
Total Seal Piston Rings
GReddy 1.4mm Metal Headgasket
ARP Cylinder Head Studs
SP Engineering Stainless Steel Downpipe (Ceramic Coated) | FUEL:
HKS High Performance Billet Fuel Rail (Primary)
HKS 720cc Fuel Injectors (Primary)
SP Engineering ADF Fuel Rail (Secondary)
RC Engineering 310cc Fuel Injectors (Secondary)
Toyota Racing Development Fuel Pressure Regulator
Toyota Supra Turbo Fuel Pumps (2)
SP Engineering ECU Upgrade | ELECTRONICS:
HKS Turbo Timer/Harness
HKS EVC-Pro (Electronic Valve Controller)
HKS Vein Pressure Converter (VPC)
HKS Graphic Control Computer (GCC)
GReddy Rebic III Additional Injector Controller
GReddy Rebic III Simulator
Valentine One Radar/Laser Detector with Concealed Display Unit
| WHEELS/TIRES:
Forged Two-Piece Work Meister S2 Rs (18x9 F; 18x10 R)
Bridgestone S-02 Potenza Pole Position
245/40ZR18 and 285/35ZR18 | INTERIOR:
C’s Short Shift Kit
SP Engineering A-Pillar Gauge Holder
SP Engineering ECU Upgrade
GReddy 52mm Boost Meter
GReddy 52mm EGT Meter
GReddy 60mm Peak/Hold Oil Temperature Gauge
GReddy 60mm Peak/Hold Oil Pressure Gauge
GReddy 60mm Peak/Hold Fuel Pressure Gauge
SP Engineering Intercooler Temperature Meter
Black Leather Sparco Milano Seats
MOMO “Race” Steering Wheel | EXTERIOR:
Bomex Front Spoiler
Stillen Sideskirts
Philips High Intensity Discharge (HID) Headlamps
SP Engineering Stainless Steel Grill Mesh Insert
SP Engineering/ADF Custom Aluminum Intercooler Cover |
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turbo: HKS GT3240 x2
pistons:
rods:
head:
cams: HKS 272
boost: 35psi
injectors:
pumps: oem x2
fmic:
clutch:
nitrous:
rwhp: 1110 (dynojet)
circa 1305hp at the flywheel
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