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Blackhowling’s Boisterous Beast

This is not going to be yet another Supra article where it will be an exhibition of aftermarket parts. Rather, it is going to be a stroll down memory lane whereby it depicts how the car has become what it is today, but of course, in the end, the goodies will be listed out as well.

It was 1992 as I recall it. My dad was driving down Jalan Sultan Ismail and there it was – the billboard displaying a Toyota Supra. It was in gunmetal, displayed in all its glory. I told myself this is my dream car and I am gonna buy it one day. I was only a kid out of school back then and didn’t really know the concept of “setting goals and achieving it”, it was more like getting the dream car I had.


Fast forward eight and half years later, I could finally afford it and the hunt began. At first, I thought it was a simple task – to get one, all a person had to do, was first, have the money and secondly, have the contacts to acquire one. Boy was I wrong. The hunt started somewhere in late 2001. It took me more than 6 months to actually find one. Well, partly it was also because I was having too much fun in my nitrous juiced Toyota RAV4. After looking at a dozen or so specimens, I finally settled for a grey imported, unregistered unit. Why? Because the pre-owned ones were really either raped till it was worn to bits or had dodgy backgrounds.

I remember clearly how stock it looked like on the first day I had it. In fact, before the car was even driven home, I got the stock wheels replaced with a set of 17-inch AVS wheels before driving it over to my regular workshop, GT Auto in Sunway, to go through the detail list of what parts to get in order to achieve my targeted 700whp mark.


Soon after, the shopping began. I started acquiring the needed engine components. HKS 272-degree high lift camshafts, adjustable HKS camshaft pulleys , Sard fuel rails, 1000cc injectors and the list went on. One thing was for sure, with a proper heart in place, you can never skip the brain of the system. For it, I pondered for several weeks. Firstly was the budget and secondly was the feasibility of it. Initially I wanted to go for Motec but since I will not be fully utilizing all its outputs and functions, I went for the Haltech E11V2 instead. This was one of the early units from the first batch that was brought in by GT Auto during that time.


With all the components in place, the question of ‘when’ remained? When was I going to put the car in for the engine rebuild and to fit in the components. Since the car was running fine and GT Auto’s bays were full, I decied to just drive it as it is for the time being. Afterall, it was financially exhaustive to have spent that much on the countless components.

Then the moment came. On a quiet night, while cruising on one of the local highways, I was tailgated by a Civic EK9. It flashed me twice, indicating it wanted to overtake me. As I was young, reckless and a bit overpowered by my ego, I floored it as well. Guess what? The cars were evenly matched. I mean, there I was, behind the wheels of what was called the “King of Highways” speeding down the road with an EK9 beside me and I couldn’t pull away. Imagine the frustration, least to say the humiliation.

Tossing and turning in bed, I decided to drop Toby Lee of GT Auto a text. I remember it was short and simple ,“Tomorrow, car comes in. Make space.” Sure enough, the car was in the next day on the hoist and work began.

It took two months to rebuild and to integrate the new components into the engine bay. I remember one thing clearly– I don’t want to die behind the wheels of a car that I built from scratch. So I told Toby that the initial milestone was to hit 500whp.

Two months later, 500whp was under my right foot. I remember specifically what Toby told me,“Eh, your boost controller only has one setting,” with his usual no nonsense mono-expression face. I asked why?


I took the car out for a spin. I remember it very clearly, when I floored it all the way, it was like nothing I’ve felt before. I know it is nothing much today but during 2002, that was a lot of power.

Progressively, I’ve upped the power to the final figure where it almost hit 700whp back in 2006. I have no idea why the general public has the perception that my car was pushing out 1,000 horses. “My Car Slow Baiiii” was the motto adopted from mutual friends because I chose to drive it slow.

After somewhat completing the ‘power’ department, I decided the car needed the looks to go with it. I’ve always fancied wide bodies but I find it impratical to fatten the car up as I was daily driving it back in the days. That is, until a good friend of mine, the infamous Lam of Ipoh, made me a deal I could not resist. I bought over his SuperGT 500 Sard Supra-styled body kit. It was fully custom and made out of lightweight sheet metal. He guaranteed me that it’s gonna be lighter than any fibre glass body kit out there.

To confirm this, I was there when my existing Blitz body kit was taken out. I took my existing side skirt in one hand, lifted it for a few seconds, then I lifted the light weight sheet metal unit. The difference in weight was so glaring. The new side skirt is way lighter and sturdier. Why? Because the fibre sideskirt needed solid structure inside of it to ensure structural integrity, where as the sheet metal itself, already has the rigidity it needs.


At first, I stuck to the black on chrome wheels scheme but after attending a few car shows only to be invisible, I decided to go for something striking, something loud. Orange with wide offset wheels was the solution.

Now, let’s dwell abit on the engine parts. The engine head has a pair of HKS 272-degree camshaft, Jun titanium valve springs and retainers hooked up to Fidanza cam gears. Connecting it to the bottom of the engine is the Power Enterprise timing belt. The stock bottom remains pretty much the same except the bearings have been replaced with Clevite race bearings and the crankshaft has been lightened and balanced. The engine is cooled down by a PWR radiator and air going in is chilled by a multicore GReddy FMIC with a GReddy Type R blow-off valve.

The blower was initially a Holset HX50 but was recently replaced with a Garrett GT40R. The boost is controlled by a HKS EVC unit and excess boost is vented into the atmosphere via a pair of Tial external wastegates with the rest travelling to the rear via a 4-inch straight flow exhaust.

The drive train remains the same but held on by an ACT Clutch system. Rubbers are 255/40/18 for the fronts and 335/30/18 at the rears, clinging on to a set of WorkMeister S1 wheels measuring 18×10.5 and 18×14. To ensure safety, the stock differentials are replaced with a TRD 1.5 way LSD unit.


Interior wise, it remains pretty much stock, right up to the seats. A Haltech IQ3, TRD gauge set, an old fashioned set of HKS dial meters and an Apexi tacho provide the necessary info to me.

Stopping power is courtesy of TRD slotted discs for the front and Dixcel slotted discs for the rear. Both bitten by Endless Racing brake pads hooked to the brake pumps via a set of custom steel braided hoses. The current suspension setup is Cusco adjustables on the front while the rear has TRD and Tanabe strut bars.

The car pretty much remained the same for the past three years, the paint is fading and maybe in due time I will rebuild the engine once more, not because itis in any lesser health than what it is but there are bigger plans in the pipeline. When? Well, it will be later on I guess. Come to think of it, the engine has been the same unit without a rebuild for a decade. The 2JZ-GTE truly is a bullet proof engine.

Just to share some of my plans, 1000whp is in the pipelines but to be honest, I believe it is never practical to have so much power. It is on one of my wishlist and in fact, today, in the cabinet of a certain individual, the pistons and conrods for this project awaits.

On a side note to all R35 owners out there, please do not push this car when you see it on the road, it is an old car just filling up space on the road. Please go hunt the Italians or Germans instead.



Engine Mods: HKS 272-degree camshafts, Jun titanium valve springs and retainers, Fidanza cam gears, Power Enterprise timing belt, Clevite race bearings, fully lightened and balanced crankshaft, Sard 1000cc injectors, Sard fuel rail, FSE fuel pressure regulator, PWR radiator, GReddy Type R BOV, GReddy intercooler, Garrett GT40R turbocharger, twin Tial wastegates, four-inch custom exhaust system

Electronics: Haltech E11V2 ECU, Haltech IQ3 dash display, HKS EVC boost controller, TRD gauge set, Innovate LC1

Transmission: V160 Getrag 6-speed manual transmission, ACT clutch system, TRD 1.5-way LSD, carbon fibre one-piece longshaft

Chassis & Handling: Cusco coilovers, TRD front strut bar, Tanabe rear strut bar

Brakes: UK spec four-piston calipers with TRD slotted discs and Endless Racing brake pads (front), UK spec two-piston calipers with Dixcel slotted discs and Endless Racing brake pads (rear)

Wheels & Tyres: Workmeister S1 – 18×10.5J with Bridgestone 255/40/18 (front), Workmeister S1 – 18×14.0J with Pirelli P Zero 335/30/18 (rear)

Interior: Stock

Exterior: Sard Super GT500 Series widebody kit

Garage: GT Auto – Sunway