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Supra-lative – Toyota Supra 2JZ-GTE VVTi


The might of the Japanese automobile faculty was at its most glorious during the ‘90s. There have been a few rare successors in recent years that could hold a candle against these magnificent automotive icons – the ones that have anointed Japanese performance cars far up the ascendency when measured against their European counterparts. Amongst these exalted Jap makes, the JZA80 Supra sits snugly as an icon that Toyota itself have yet to emulate, let alone surpass.

Of course we have the likes of the Hachiroku enthusiasts that might argue against the Supra’s illustrious position within the sub-universe of the many fine examples of Japanese cars that have scaled the heights and in one gallant and swift execution have got them in amongst the upper echelon mix of ‘genuine performance cars’ that thrills and entertains with their inherent abilities, regardless of their origins whether it’d be Asia or Europe or anywhere else. But the Supra in particular its final A80 guise which ended in 2002 was the epitome of fast cars, with a spec sheet that still commands respect to this day.

And why the hell not? In stock form, you’ve got some 326hp and 325lb.ft from the fabled 2JZGTE blown motor, and with such arsenal at its disposal can achieve the 0–60 mph in as low as 4.6 seconds and a 1/4-mile time of 13.1 seconds at a terminal speed of 109 mph (175 km/h). The top speed was tested to reach over 285 km/h (177 mph), although the cars are restricted to a measly 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. Other notable design features include an air intake or scoop on the hood (for Euro models). Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler. It still is quite a good performance figure even in today’s standard, imagine what it would be like when it was in the ‘90s!

Now the cutting edge feature of the 2JZGTE engine had, was in its twin turbos operating in sequential mode, not the more favorite opted parallel mode . Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo’s output is used to augment the first turbo’s output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.

Looking at all of the highly specific performance endowment you’d be forgiven for mistaking the Supra for the current cream of the performance car crop. Most if not all of its design premise goes along the current convention, emphasizing on weight saving, the pragmatism of having dual shift mode as per its gearing, the efficient design of the twin turbo system – all the rage nowadays, its curvy and purposeful looks, all are key aspects that most manufacturers are focusing on at the moment.

Now moving right along, as car enthusiast, we all know of what dignified mettle the last in line A80 Supra is made off and how its many talents have led its European contemporaries to develop a whole new breed of performance thoroughbreds. Let us hear about the classy example that gets a multiple dose of mega performance enhancing steroids that is nothing like the illegal steroids athletes take to impress the world with. For one thing, it is in no way illegal, it is not injected into the body of the Supra rather it is accumulated in small measures until it becomes one mighty wallop of Super-Supra with oodles of stylized personalization inside and out. Like this mean “dark” example with a huge widebody treatment that guarantees a hectic bit of commotion whenever and wherever it appears.

Now for starters you got to check out its spectacular aerodynamic program which all but transforms this particular A80 Supra from an evergreen JDM sports car with all the curves that made Ferrari fire its designers, to a full blown Japan GT car slash Manga Hero slash Ultraman style that reinvigorate the Supra gene pool. It re-emphasized the curves and convinced Ferrari to rehire those designers back. From every angle, this aero Supra carbon fiber behemoth drips with visual drama, the high gloss gun metal paint radiating panache (of course, this car has been coated by its owner’s own auto detailing product – the HoGo Coating) and commanding your immediate attention instead of hiding in utter discretion behind the shadows. I’ve always felt that if a car is worthy of being considered a genuine beauty, the paintjob does not matter, whether it’d be bright red or dark and brooding black. This magnificent example on attention to detail and the ‘wild factor’ of the looks seals the deal as far as that is concern. As we recall correctly, when this car was featured here at hypertune in the yesteryears, it was shouting out in blazing Orange instead of this toned down gun metal suit.

The “aura” is further enhanced the fearsome ‘Godfather JDM’ plastered on the walls of its wheels, which wraps around a set of 18inch Workmeister S1 rims also, in black. Yet more hints as to what ‘go’ nestled within this superlative ‘show’ Supra – the Brembo brakes in that awesome red calipers. Now there’s a host of juicy goodies to be laid out here fellas so you need to maybe tell your hot date to go powder her nose or push up her brassiere while you indulge in your Supra fetish right this minute yes?

So yup from the Brembo GT stoppers moving inward, you have a set of Final Konnexion coilovers with a pair of Cusco components – anti-roll bar and rear tower bar, plus TRD tower bar up front. Sure enough seeing as the handling essentials were all appropriately catered for the power department wasn’t left unattended let me assure you. In fact along with its posh aftermarket components such as Kelford cams, Ross pistons and Molnar Technologies conrods, not forgetting its Garrett GT42R turbo on that ELIXIR Billet Twin Chamber Exhaust Manifold (no more cracking Turbo manifolds!). This widebody Supra also feature that unique ELIXIR dry carbon fiber intake, a fully converted drive-by-wire setup and also its fuel rail consisting of 1350cc x 12 elixir injectors which is fed by two 500lph Elixir fuel pumps delivering through twin Elixir swirl surge tanks hooked up through an entire set of Elixir triple layered e85r fuel lines. All these mechanical hardware was put together by Slipsteam Technologies, under the strict supervision and management of Mr. Yujin Yeo.

Now, what good is a car if it’s just tuned for full throttle right? Day to day running is also smooth and possible. All thanks to the superior technical wizardry of Haltech’s state-of-the-art Elite 2500 ECU tuned by Liena Racing Malaysia. With the considerable surplus horsepower on tap the standard clutch had to give way for a sturdier unit from Clutchmasters. Drive train is the v160 6 speed gearbox hooked up to the massive 335/30/18 wheels and is coupled to a TRD 1.5 way differential.

But that’s not the final jigsaw piece in this here stellar Supra far from it. Open the doors and you’d be greeted by a fully rebuilt interior. The roof lining, seats, dashboard, door cards, panels to whatever the eyes can see is all wrapped in genuine Alcantara Leather expertly done at Hikaru Automotive.

We have been fed with numerous iterations of a genuine successor to the Supra, with the TF1 concept being the most spectacular and most worthy. Until that becomes a reality, we can certainly celebrate this incredible and unique improvement of the already splendid Toyota Super Car icon of the 90s in all its widebody glory.

Hyperfacts!

Engine:
2JZ-GTE VVTi

Engine Modifications:
Kelford Cams, Ross Pistons, ELIXIR Billet Twin Chamber Exhaust Manifold (rust proof + no more cracking turbo manifolds), Molnar Technologies connecting rods, ELIXIR Dry Carbon fiber intake, Elixir Drive by wire setup, Elixir fuel rail (1350cc x 12 injectors), Elixir Swirl Surge Tanks, Twin Elixir 500lph fuel pumps, Elixir Tri-Layer e85R Fuel Lines, Turbo by Garrett GT42R Twin ball bearing turbocharger, Trust 6 inch Intercooler, Setrab external oil cooler, TRD engine mounts, ATi Harmonic dampeners, Fluidyne Radiator, Race Coil Packs, aftermarket US 200amps Alternator, K&N Open Pod Filter, Twin electronic SPAL fans with full wiring harness

Fuel types:
FUEL RON100 & E85

Builder:
Slipstream Technologies

Electronics:
Haltech Elite 2500 Engine Management, Super B Batteries, TORQ Nitrous System, Full HID lamps with custom LED rings, Fully customized rear carbon fibre LED lamps, remote nitrous gas purge buttons (*evil grin*)

Oil and coolant:
Neo Synthetic engine oil, Neo Synthetic ATF gear oil, Neo Synthetic ATF Steering fluid, Neo Synthetic Race Coolant, Neo Synthetic racing brake fluid.

Tuner:
Liena Racing Malaysia

Transmission:
6 speed V160 gearbox, Clutchmasters Clutch, TRD Gearbox mounts

Suspension:
Final Konnexion coilovers, Cusco anti roll bar, Cusco rear tower bar & TRD tower bar front

Wheels & Tires:
Workmeister S1 18×10.5JJ F, 18x14JJ R, Michelin Pilot Sports 245/35/18 front, Pirelli PZERO 335/30/18 rear

Interior:
Full genuine Alcantara Leather re-wrap done at Hikaru Automotive, MOMO Race Steering wheel, TRD Meters, Carbon fiber panels

Exterior:
Super GT 500 series widebody kit – full lightweight steel kit, carbon fiber splitters and carnards, Mugen 500 series GT Wing, Top Secret rear diffuser, Full silica paint protective coating – HOGO Coating by Hikaru Automotive

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