ma71supraturbo
10-08-2005, 08:54 PM
...for making it into the Japanese Performance magazine October issue. Here is the text of the article:
http://www.geocities.com/ma71supraturbo/picture.JPG
When Bill Robards took his '94 Supra to SP Engineering to have a T78 single turbo conversion fitted, along with a few related mods, his jaw dropped almost to the floor when he clapped eyes on this wide-bodied Supra which was being serviced. In short, he fell in love. "One day," he decided, "I will own that car."
It was quite some time later when that opportunity arose, and it came about through a friend on a Supra website that hinted that the car might be up for sale. Bill wasted no time in chasing it down and started negotiations with the owner, Mike Hou, who told him the story of the car's development. It turned out that the car had originally been fitted with its all-metal wide body kit in 2000, when it was four years old.
This was a pretty ambitious project, as each of the panels had to be welded on and then fettled and lead-loaded, just like a coachbuilt car. The cosmetic make-over continued with the addition of a Bomex front panel, VeilSide 18in wheels and, to keep the car nice and low, on went a Tein coilover adjustable suspension kit.
The inside also received the same level of attention, with full custom trim to complement the Japanese Bride race seats and carbon fibre dash panels. At this point, the car was still mechanically standard and, let's face it, it is pretty rapid straight out of the box with its twin-turbo 3.0-litre 2JZ-GTE straight-six engine. But then Mike came across a fellow enthusiast with a highly tuned example that has since rocked the dyno to an astounding 1110bhp. He was pretty awestruck by this monster power and made some enquiries as to how he could get a chunk of this for his own car.
The answer, it transpired, was to bold on a pair of much bigger turbochargers and then chuck in a load more fuel to match the increased supply of air. Well, that's the simple answer although, in practice, there's a lot more science to it than that. Much of the hardware was sourced via the highly respected HKS and GReddy ranges of tuning equipment and, before long, the big six-cylinder boasted a pair of HKS GT2835 turbos, coupled to a huge GReddy three-row front-mount intercooler.
Although the basic engine was left untouched (it's such a tough unit that it can take a lot of power), the head gasket was changed for a metal HKS one, to cope with the higher cylinder pressures, and the cams were changed for HKS 264 items which work well with the big turbos. Also, the exhaust system was swapped for a large-bore titanium set-up, to allow greater flow as well as giving reduced weight.
With the big turbos pushing more air into the cylinders, the fueling had to be uprated too, and this was achieved by means of fitting high-flow pumps and larger 700cc injectors, along with an HKS fuel rail and TRD fuel pressure regulator.
Meanwhile, the cooling system gained a bigger PWR radiator, which the underdrive pulley for the ancillaries was changed for a GReddy item. This reduces the speed at which the alternator and other ancillaries operate, thereby reducing power losses and hence gaining a few flywheel bhp.
All these additions may combine to produce lots of power, but only when given the right electronic management. Here, the original ECU was retained, but its functionality has been enhanced and given adjustability by the addition of a couple of "piggy-back" units: an HKS graphic control computer plus an HKS EVC Pro boost controller. The latter works in conjunction with an HKS Vein Pressure Converter which replaces the original airflow meter.
The result of all this work culminated in a 655bhp power figure for the show-finished car. Not surprisingly, it received a great deal of attention from the show-going public. After more time on the rollers, the power eventually rose to 700bhp at the wheels -- that's more than 800bhp at the flywheel. Impressive.
Meanwhile, some additional bonnet and bumper mods were added, along with the current blue/purple pearl paint job. At this stage, Mike's Supra really did stand out from the crowd and the car had its moment in the spotlight by featuring on the cover of American Turbo magazine.
But then, having taken the car to the limit, and having won the trophies and the kudos, Mike Hou moved on to other interests and challenges, while the Supra just sat around gathering dust.
It was at this point that Bill Robards registered his interest in the car. The Supra was still in show condition, but also slightly dated, so there was room for movement when it came to negotiating a price. Also, Bill was nervous about buying a car with such extreme performance and, in addition, the Supra had been sat in a garage for a long time, not doing much, which is not good. On the up side, all the engineering work had been carried out at SP, which was a bonus as it looks after Bill's cars anyway. If everything had been done by the same performance shop, it is usually using methods, componentry and technology that can be relied on.
So, a deal was struck, and a delighted Bill Robards drove off in the show-stopping machine. But the grin on his face soon changed to a worried frown when he noticed a dramatic loss of boost on the drive home. A quick visit to SP Engineering resulted in a misplaced pipe being reconnected and off the Supra went like a rocket, lifting Bill's spirits in the process.
In fact, the car has proved to be completely reliable since the day Bill bought it, although there was been the occasional mishap. He was well aware that the Bomex front bumper had been split, widened and carefully painted in a hard-to-match blue/purple pearl, so he always used wooden ramps when putting the car to bet to avoid scratching the paint. Sod's Law was applied by the usual evil spirits, and one of the ramps flipped up and trashed the bumper.
Fortunately, Bill's local paint shop was able to sort it and match the paint. The effect of this particular paint is slightly flip-flop: it's definitely blue during the day, but purple at night, with point sources of light reflecting off in a stronger purple. The car still looks the business, and it won Best of Show at the Las Vegas show in 2003.
The differences between Bill's first Supra, with its big single turbo, and this one with the twin set-up is quite dramatic. With the single monster turbo, the power comes in with a big bang but, although this one certainly throws you back in the seat, it's smooth and the car accelerates more progressively. This makes the power easier to control, although it has to be handled carefully. Bill is still having trouble getting the tyres to hook up, even with 335/30 P-Zeros. The next move is to fit drag tyres (basically slicks with a pattern cut in them). Once that happens, the acceleration off the line should be awesome.
The steel body kits seem to have stiffened up the shell quite a bit, which makes sense, as the body joints are now seam-welded rather than relying on the standard factory spot-welding. Supras handle well anyway but, with the amount of Pirelli rubber grabbing the usually dry Californian roads, and the hefty and lowering springs and shocks, there's virtually no body roll, at all. With Brembo front brakes replacing the Supra set-up, the power is well matched by the upgraded suspension and running gear.
There's still room for even more power which, having owned the car for a while, Bill is naturally pondering. Next up is a VeilSide intake manifold that he has his eyes on -- and the injectors could go up from 700cc to 1000cc, along with stiffer wastegate springs to hold increased boost.
The worst aspect of using a 700bhp car regularly on the road is the clutch. If it's beefy enough to handle that sort of power, it's usually pretty unpleasant for town driving. This one is a triple-plate HKS unit but, even though it's basically a heavily-sprung leg-operated on-off switch, you can get used to it. Bill's wife also likes power, and she can drive the car perfectly happily now.
Supras are something of a family obsession with the Robards, as both of Bill's sons own one. One son (Tim) works at Torque Freaks, in Portland, and drives a red '94 which puts down 665hp at the wheels; the other (Brian) drives a 652 Alpine Silver hardtop. Not surprisingly, there's often some family rivalry going on.
At the moment, Bill is just enjoying driving the car. So far, he hasn't taken it to its limits, although he's seen 165mph with the car still accelerating well. The theoretical 185mph top speed looks very possible, and some day he plans to give it a try. You see, he's lucky enough to have a sparsely-populated toll highway close to home -- and, so far, the cops leave him alone because he looks a bit older. Perhaps that's an idea for younger owners of serious cars who get hassled a lot wear a bald wig and smoke a pipe and maybe you'll be left in peace.
Specification
Engine: 3.0-litre Toyota 2JZ-GTE straight six. HKS GT2835 twin turbo kit, custom downpipe, HKS racing dump valve, GReddy three-row front-mount intercooler, HKS 264 cams, HKS cam gears, HKS Twin Power DLI igniter, GReddy underdrive pulley (reduces ancillary speeds), PWR radiator, HKS titanium exhaust, HKS metal head gasket, HKS 700cc injectors, HKS fuel rail, two HKS in tank fuel pumps, TRD fuel regulator, Earl's lines, HKS Vein Pressure Converter (replaces original airflow meter), HKS graphic control computer piggy-backing original ECU, HKS EVC Pro boost controller, HKS turbo timer
Performance: Max Power: 700bhp at the wheels (estimated)
Transmission: HKS triple-place clutch, C's quickshift, ACPT carbon-fibre propshaft
Brakes: Brembo 14in front vented discs, standard Supra rear
Suspension: Tein HA coilovers, TRD strut brace, Cusco carbon fibre rear strut brace
Wheels & tyres: VeilSide Andrew Racing F wheels. Front: 11x18 with Pirelli P-Zero 285/35s; rear: 13X18 with Pirelli P-Zero 335/30s
Exterior: Custom-fitted steel wide body kit, Bomex front bumper, rear wing
Interior: TRD 10,000rpm tachometer, GReddy gauges (3.0bar boost, exhaust gas temp, fuel pressure, air/fuel, coolant temp), SPE intercooler temp gauges, Momo steering wheel, VeilSide gearknob, Bride seats, custom door card and rear seat panels, carbon-fibre dash trim
Scans here. (http://www.fototime.com/ftweb/bin/ft.dll/detailfs?userid={6A78E9E7-54DD-495A-B2A4-7D82F0C2B738}&AlbumId={61EEC0A1-1589-4BE9-943B-FB1B19232313}&GroupId=&ndx=0)
http://www.geocities.com/ma71supraturbo/picture.JPG
When Bill Robards took his '94 Supra to SP Engineering to have a T78 single turbo conversion fitted, along with a few related mods, his jaw dropped almost to the floor when he clapped eyes on this wide-bodied Supra which was being serviced. In short, he fell in love. "One day," he decided, "I will own that car."
It was quite some time later when that opportunity arose, and it came about through a friend on a Supra website that hinted that the car might be up for sale. Bill wasted no time in chasing it down and started negotiations with the owner, Mike Hou, who told him the story of the car's development. It turned out that the car had originally been fitted with its all-metal wide body kit in 2000, when it was four years old.
This was a pretty ambitious project, as each of the panels had to be welded on and then fettled and lead-loaded, just like a coachbuilt car. The cosmetic make-over continued with the addition of a Bomex front panel, VeilSide 18in wheels and, to keep the car nice and low, on went a Tein coilover adjustable suspension kit.
The inside also received the same level of attention, with full custom trim to complement the Japanese Bride race seats and carbon fibre dash panels. At this point, the car was still mechanically standard and, let's face it, it is pretty rapid straight out of the box with its twin-turbo 3.0-litre 2JZ-GTE straight-six engine. But then Mike came across a fellow enthusiast with a highly tuned example that has since rocked the dyno to an astounding 1110bhp. He was pretty awestruck by this monster power and made some enquiries as to how he could get a chunk of this for his own car.
The answer, it transpired, was to bold on a pair of much bigger turbochargers and then chuck in a load more fuel to match the increased supply of air. Well, that's the simple answer although, in practice, there's a lot more science to it than that. Much of the hardware was sourced via the highly respected HKS and GReddy ranges of tuning equipment and, before long, the big six-cylinder boasted a pair of HKS GT2835 turbos, coupled to a huge GReddy three-row front-mount intercooler.
Although the basic engine was left untouched (it's such a tough unit that it can take a lot of power), the head gasket was changed for a metal HKS one, to cope with the higher cylinder pressures, and the cams were changed for HKS 264 items which work well with the big turbos. Also, the exhaust system was swapped for a large-bore titanium set-up, to allow greater flow as well as giving reduced weight.
With the big turbos pushing more air into the cylinders, the fueling had to be uprated too, and this was achieved by means of fitting high-flow pumps and larger 700cc injectors, along with an HKS fuel rail and TRD fuel pressure regulator.
Meanwhile, the cooling system gained a bigger PWR radiator, which the underdrive pulley for the ancillaries was changed for a GReddy item. This reduces the speed at which the alternator and other ancillaries operate, thereby reducing power losses and hence gaining a few flywheel bhp.
All these additions may combine to produce lots of power, but only when given the right electronic management. Here, the original ECU was retained, but its functionality has been enhanced and given adjustability by the addition of a couple of "piggy-back" units: an HKS graphic control computer plus an HKS EVC Pro boost controller. The latter works in conjunction with an HKS Vein Pressure Converter which replaces the original airflow meter.
The result of all this work culminated in a 655bhp power figure for the show-finished car. Not surprisingly, it received a great deal of attention from the show-going public. After more time on the rollers, the power eventually rose to 700bhp at the wheels -- that's more than 800bhp at the flywheel. Impressive.
Meanwhile, some additional bonnet and bumper mods were added, along with the current blue/purple pearl paint job. At this stage, Mike's Supra really did stand out from the crowd and the car had its moment in the spotlight by featuring on the cover of American Turbo magazine.
But then, having taken the car to the limit, and having won the trophies and the kudos, Mike Hou moved on to other interests and challenges, while the Supra just sat around gathering dust.
It was at this point that Bill Robards registered his interest in the car. The Supra was still in show condition, but also slightly dated, so there was room for movement when it came to negotiating a price. Also, Bill was nervous about buying a car with such extreme performance and, in addition, the Supra had been sat in a garage for a long time, not doing much, which is not good. On the up side, all the engineering work had been carried out at SP, which was a bonus as it looks after Bill's cars anyway. If everything had been done by the same performance shop, it is usually using methods, componentry and technology that can be relied on.
So, a deal was struck, and a delighted Bill Robards drove off in the show-stopping machine. But the grin on his face soon changed to a worried frown when he noticed a dramatic loss of boost on the drive home. A quick visit to SP Engineering resulted in a misplaced pipe being reconnected and off the Supra went like a rocket, lifting Bill's spirits in the process.
In fact, the car has proved to be completely reliable since the day Bill bought it, although there was been the occasional mishap. He was well aware that the Bomex front bumper had been split, widened and carefully painted in a hard-to-match blue/purple pearl, so he always used wooden ramps when putting the car to bet to avoid scratching the paint. Sod's Law was applied by the usual evil spirits, and one of the ramps flipped up and trashed the bumper.
Fortunately, Bill's local paint shop was able to sort it and match the paint. The effect of this particular paint is slightly flip-flop: it's definitely blue during the day, but purple at night, with point sources of light reflecting off in a stronger purple. The car still looks the business, and it won Best of Show at the Las Vegas show in 2003.
The differences between Bill's first Supra, with its big single turbo, and this one with the twin set-up is quite dramatic. With the single monster turbo, the power comes in with a big bang but, although this one certainly throws you back in the seat, it's smooth and the car accelerates more progressively. This makes the power easier to control, although it has to be handled carefully. Bill is still having trouble getting the tyres to hook up, even with 335/30 P-Zeros. The next move is to fit drag tyres (basically slicks with a pattern cut in them). Once that happens, the acceleration off the line should be awesome.
The steel body kits seem to have stiffened up the shell quite a bit, which makes sense, as the body joints are now seam-welded rather than relying on the standard factory spot-welding. Supras handle well anyway but, with the amount of Pirelli rubber grabbing the usually dry Californian roads, and the hefty and lowering springs and shocks, there's virtually no body roll, at all. With Brembo front brakes replacing the Supra set-up, the power is well matched by the upgraded suspension and running gear.
There's still room for even more power which, having owned the car for a while, Bill is naturally pondering. Next up is a VeilSide intake manifold that he has his eyes on -- and the injectors could go up from 700cc to 1000cc, along with stiffer wastegate springs to hold increased boost.
The worst aspect of using a 700bhp car regularly on the road is the clutch. If it's beefy enough to handle that sort of power, it's usually pretty unpleasant for town driving. This one is a triple-plate HKS unit but, even though it's basically a heavily-sprung leg-operated on-off switch, you can get used to it. Bill's wife also likes power, and she can drive the car perfectly happily now.
Supras are something of a family obsession with the Robards, as both of Bill's sons own one. One son (Tim) works at Torque Freaks, in Portland, and drives a red '94 which puts down 665hp at the wheels; the other (Brian) drives a 652 Alpine Silver hardtop. Not surprisingly, there's often some family rivalry going on.
At the moment, Bill is just enjoying driving the car. So far, he hasn't taken it to its limits, although he's seen 165mph with the car still accelerating well. The theoretical 185mph top speed looks very possible, and some day he plans to give it a try. You see, he's lucky enough to have a sparsely-populated toll highway close to home -- and, so far, the cops leave him alone because he looks a bit older. Perhaps that's an idea for younger owners of serious cars who get hassled a lot wear a bald wig and smoke a pipe and maybe you'll be left in peace.
Specification
Engine: 3.0-litre Toyota 2JZ-GTE straight six. HKS GT2835 twin turbo kit, custom downpipe, HKS racing dump valve, GReddy three-row front-mount intercooler, HKS 264 cams, HKS cam gears, HKS Twin Power DLI igniter, GReddy underdrive pulley (reduces ancillary speeds), PWR radiator, HKS titanium exhaust, HKS metal head gasket, HKS 700cc injectors, HKS fuel rail, two HKS in tank fuel pumps, TRD fuel regulator, Earl's lines, HKS Vein Pressure Converter (replaces original airflow meter), HKS graphic control computer piggy-backing original ECU, HKS EVC Pro boost controller, HKS turbo timer
Performance: Max Power: 700bhp at the wheels (estimated)
Transmission: HKS triple-place clutch, C's quickshift, ACPT carbon-fibre propshaft
Brakes: Brembo 14in front vented discs, standard Supra rear
Suspension: Tein HA coilovers, TRD strut brace, Cusco carbon fibre rear strut brace
Wheels & tyres: VeilSide Andrew Racing F wheels. Front: 11x18 with Pirelli P-Zero 285/35s; rear: 13X18 with Pirelli P-Zero 335/30s
Exterior: Custom-fitted steel wide body kit, Bomex front bumper, rear wing
Interior: TRD 10,000rpm tachometer, GReddy gauges (3.0bar boost, exhaust gas temp, fuel pressure, air/fuel, coolant temp), SPE intercooler temp gauges, Momo steering wheel, VeilSide gearknob, Bride seats, custom door card and rear seat panels, carbon-fibre dash trim
Scans here. (http://www.fototime.com/ftweb/bin/ft.dll/detailfs?userid={6A78E9E7-54DD-495A-B2A4-7D82F0C2B738}&AlbumId={61EEC0A1-1589-4BE9-943B-FB1B19232313}&GroupId=&ndx=0)