Everything is connected. People in the tuning scene realize this as well as anyone. From that aftermarket turbo kit to the names on enthusiast forums to the annual meetings, there's a community here; a shared experience.
Nick Stonawski gets it. Originally from Austria, he now lives in Southern California and his passion is Japanese cars. Why a Supra? That's down to Mike Urbano, of Genki Garage. He "had the biggest impact on who I am today," says Stonawski, "giving advice on life or cars, wrenching on my ride in his shop. Mike is truly the kindest, most genuine person I have ever known. His knowledge of Toyota wiring, motors and electronics would scare the bravest of Toyota master techs.
"I used to have an '87 Supra Turbo. Its stock 7MGTE motor had the notorious leaking head gasket problem. Through the SoCal Supra community, I befriended Mike and, with his help, got my engine rebuilt and lightly modded."
"I preferred the updated style of the '89 to '92 Supras (minor bumper, trim and light changes), so I bought this car in the summer of '03. It had no motor or wheels, several body and interior panels were missing, and there were other problems. But the chassis checked out straight and everything else could be fixed with money, time, and sweat. I took what I could from my '87 Supra and put it in."
"We got 300 whp with the 7MGTE (pulled from the '87 Supra). But it wasn't enough. I wanted a reliable 400 whp for daily driving. Mike suggested the 2JZ-GTE motor from the MK IV. At the end of '04, the swap began, with Mike in charge."
Stonawski and Urbano attained 440 whp with that setup, plus HKS 264-degree/9mm lift cams, an HKS fuel rail and other upgrades. When Stonawski was ready for big power, many supporting mods were already in place. "A friend offered me a deal on a rebuilt GReddy T88-33D turbo and Type-CH wastegate setup that I couldn't refuse." Stonawski also went to GReddy for the intake pipe and filter housing, 720cc fuel injectors, aluminum radiator pipe, Type-R intercooler, turbo heatshield, and a Profec-B boost controller.
The intake side also benefits from more HKS product, such as an air filter element, a Twin Power DLI ignition, fuel injector clips, cam gears and a Vein Pressure Converter (VPC) that replaces the OE air metering device. Dual Denso fuel pumps and an Aeromotive A1000-6 fuel regulator work with -6 fuel lines and fittings, plus dual racing fuel filters from Earl's.
Engine management is via a G-Force ECU, hitched to an SAFC2, and firing Denso Copper spark plugs. And there's a Bee*R two-step rev limiter that Stonawski claims is responsible for the 10-foot flames coming out of the exhaust. The engine was tuned by Sarkis at Dynoxtreme of Stanton, Calif. Running stock 8.5:1 compression ratio, 100-octane gas and 26 psi boost, this engine now produces 602 hp at the rear wheels while spinning at 6,400 rpm. Torque is an impressive 517 lb-ft at 5,300 rpm.
Keeping a cool head, block and blower is a Koyo aluminum radiator with Hose Techniques black silicone hoses and couplers. More engine bay candy comes in the form of a Power Enterprise timing belt, HKS SSQV blow-off valve, Optima Black Top battery (with a polished aluminum tray and cover), shaved spark plug cover with TRD Racing Development decal, TRD engine oil and radiator caps, plus chromed valve covers and power steering reservoir. Danstoy, of Sante Fe Springs, Calif., took care of the under-car engine peripherals, by contributing custom intercooler piping, a re-routed wastegate dump pipe, and an HKS Hi-Power cat-back exhaust.