Along a private frontage road in the middle of nowhere, Kansas, our 2JZ is getting some miles put on it. It’s a beautiful day and the top is off—it almost can’t get any better than this (except I’d rather smell the ocean breeze than cow manure). The 2JZ-GTE engine was built by Four Rings Performance using JE Pistons and K1 rods, and installed at Modified by MKC. That's a Shine Auto Projects diffuser I'll be talking about next time.
Project Toyota Supra Mark IV: Part 9 – It’s back!
And the 2JZ is running better than ever!
I know, I know! Part 8 was published over 9 months ago. Trust me, taking this long for the next installment wasn't part of the plan. In fact, the car has actually been running since late May. Unfortunately, a couple of issues reared their ugly heads, and it was hard to sit down for hours on end to bring you an update when all we wanted to do was get this car done. But things are good now, and we promise to bring you up to speed with all that’s transpired.
“Ya not gonna see those things in Nazzcar!” For the first 500 miles, the car was left with the boost set at the wastegate spring at 18 PSI on pump 93 octane. The first day I picked up the car from Modified by KC, I was off to Fast Fridays, which is a cool, bi-weekly meet in Overland Park, Kansas. You can catch our coverage of this meet HERE.
It's been a while since our Supra has graced these pages, so let me bring you up to speed on the car itself. This is what the engine bay looks like today.
This 2JZ is powered by a Precision Turbo 6766 turbocharger which pumps air through a 4-in ETS intercooler and a port-matched Hypertune intake manifold with its own 90-mm throttle body. From there the air channels through the FRP-built cylinder head with Ferrea 1-mm oversized valvetrain and Titan 272 cams. The exhausted gases escape out a PHR exhaust manifold and 3.5-in MKC-fabricated exhaust system.
The engine is kept cool with a large PWR all-aluminum radiator, and the stock clutch fan was replaced with dual Flex-a-lite puller fans on the back of the PWR unit. Other components you may notice here are Boost Logic pulleys, AEM cam gears, Gates engine belts, AEM filter, PHR power steering relocation reservoir, PHR catch can, an Aeromotive fuel pressure regulator and lots of Aeromotive fittings.
Instead of the factory plastic engine cover, we installed PHR’s polished cover for a little engine dress up. Like the factory unit, PHR’s engine cover also has openings to let heat escape from the cylinder head and lengthen the life of the coil wiring underneath there.
Here we see the PT6766 turbo protected by an AEM “dry” filter. MKC also took our yellowing intake tube and polished it for us to help match the rest of the engine bay. At some point we’ll have to polish up the turbo compressor housing as well.
