The rest of the turbo paraphernalia consists of dual TiAL 44mm wastegates, an HKS Type-II blow-off valve, a GReddy pulley set, and an ATI chromoly crank pulley. The crucial task of keeping various fluids and gases within required temperature parameters is carried out by a Koyo radiator with a GReddy cap, Samco hoses, a GReddy four-row front-mount intercooler, an Earl's oil cooler, and a GReddy oil catch can.
The (loud) exhaust system consists of a Full-Race manifold, and a 4-inch down- and mid-pipe that leads into an HKS 4-inch titanium exhaust. A Buddy Club Racing Spec Condenser keeps the electrical system clean and earthed. The engine is held in place by PHR motor mounts and an ARC oil cap provides the cherry on this automotive cake.
Cenk claims that, with boost levels at 30 psi and burning 116-octane race gas, the rear wheels can turn dyno rollers to the tune of 900 whp at 6,000 rpm and a hefty 750 lb-ft of torque at 4,800 rpm. But, in the interest of efficiency and probably longevity, he kept the wick trimmed at a mere 600 rear-whp and 550 lb-ft by boosting at 17 psi and filling the fuel cell with plain old 91-octane.
The engine's considerable output spins an HKS GD Clutch Max twin-disk clutch and lightweight flywheel through a 3.27 ring-and-pinion gear set and out to a Carbonetic limited-slip differential. The chromoly driveshaft comes, fittingly, from The Driveshaft Shop, as do the axles. The stock, six-speed Getrag 233 gearbox is retained. "Holds forever," said the Big C.
One of the things Cenk said makes his Supra differ from the norm is a setup he describes as "lightweight and responsive." The former quality benefits from a C-West front bumper, rear spats, and a GT-II S carbon-fiber wing, Top Secret carbon-fiber hood and side skirts, Seibon door and rear hatch also fashioned from carbon-fiber, and polycarbonate rear glass.
The latter is addressed with HKS Hypermax coilovers, Stillen antiroll bars both front and rear, JIC Magic front negative camber upper links and hard tie-rods, and PHR rear control arms. Enhanced body rigidity comes courtesy of a TRD front strut bar, a Cusco rear strut bar, and a six-point weld-in rollcage.
The whole shebang rolls on 18-inch Diamond Black Volk CE28 wheels, 9.5 inches wide up front and 10.5 inches wide at the rear, wearing Yokohama Advan A048 DOT-approved competition rubber, 265/35 at the front and super-low profile 295/30 tires out back. And when it all has to come to a stop, Cenk relies on AP Racing 14.25-inch slotted rotors, six-piston calipers, and Mintex pads up front, balanced by StopTech slotted rotors, OEM calipers and Endless pads at the rear, and fed by TRD stainless steel lines all around.
Cenk intends to race this car-hard. It's more or less track-ready, and the aim is to compete in 2009. Because it's made for speed, not car-show fawning, the interior is simple and functional. Two Recaro Pole Position seats, Sparco six-point Hans-style harnesses, and a Sparco steering wheel with a racing quick release make up most of the furniture. In the instrument binnacle is a TRD tachometer, which measures engine revolutions to 10,000 rpm-fuel cut is at a screaming 9,000 rpm-and Defi Link Series gauges displaying boost, oil pressure, oil temperature, and exhaust gas temperature. There's also an AEM UEGO wideband O2 gauge that monitors the air/fuel curve.
Having lived through eight years of problems that Cenk said he has solved with time, calmness, and money, what advice would he give to someone considering a similar project? "If you don't have the patience, do not get into heavy modifications. You'll also need a daily driver."
So, bottom line? Cenk values his baby at $100,000. Considering how much some people have squandered on their addictions, this seems pretty reasonable. If only that was the whole story. Cenk has one more thing to confess at the next meeting of Boost Addicts Anonymous: an '02 Subaru Impreza WRX track car. Oh dear.