About
Orian Iglesias
Cromwell, CT
1988
orian@7mpower.com

Background
I picked up my 88 Supra turbo in 2001 with 47k miles on it. It was bone stock, and max boost was around 4-5psi. The car was incredibly slow, and was probably making around 190-200rwhp. But I knew the potential of this under-rated car, and soon began my quest for power. My initial goal was to get the car to put down 300rwhp, but this all soon changed…

Turbo
T04B 60 .70 A/R P-Trim

Bottom End
Stock

Head
Stock

Intake
Stock intake, HKS Racing blow off valve, Maxx Autoworks intercooler for stock front end, Maxx Autoworks hardpipe kit.

Exhaust
Stock exhaust manifold, Maxx Autworks t04 series turbo adapter, Tial 40mm Wastegate set at 1.1 bar. Custom 3 inch downpipe, straight pipe, Blitz Nur Spec cat back.

Fuel
RC 550cc injectors, Walbro 255LPH fuel pump, Aeromotive adjustable fuel pressure regulator.

Drivetrain
RPS Stage 3 6 Puck sprung clutch

Suspension
Cut springs.

Electronics
HKS EVC-EZ, HKS VPC, Apexi S-AFC, Defi Link System gauges (boost, fuel pressure, exhaust gas temperature)

Interior
Stock

Exterior
MKIV wheels wrapped in Goodyear 245/40/17 in the front, and Nitto 555r 245/16/50 drag radials in the rear.

Writeup
I soon began attaining all the knowledge that I could about the MKIII supra. I took everything in, and began to learn what works and what doesn't. My first stage of modifications included the addition of an HKS 1.2mm metal head gasket, and ARP head bolts as I knew this was the Achilles heel of the MKIII. Around the same time I felt the need for more boost so I installed an HKS EVC-EZ boost controller, K&N intake, a high flow down pipe, straight pipe, and HKS cat back exhaust. The car now felt incredible, I was able to boost to about 14psi, and this I thought would be enough power for me, but I
soon would realize that I needed more.

With all of this additional airflow, I soon became aware of a new obstacle to conquer, fuel cut. As the ECU detects an "extreme"(I use this word relative to stock boost) increase in nominal boost pressure, it will cut fuel to prevent the car from over boosting, be it from a failed waste gate, or in my case, elevated boost levels. The genius that is Reg Reimer found out a way to trick the MAF sensor into thinking that there were nominal levels of boost flowing through the car by using a new MAF body that was approx 25% larger and came off of the Lexus v8 cars. With this addition, and the aid of 550cc injectors, Walbro high flow fuel pump, and the fuel tuning flexibility of an Apexi S-AFC , I was able to turn up the boost and not hit fuel cut until about 21psi, a substantial increase for such a relatively simple mod.

Of course I wanted more, so I obtained an upgraded turbo, a CT-26 with a 60-1 wheel and an 11 degree clip. After installing this, and running the car at 21psi all day, the clutch began to slip so I installed an RPS Stage 3 clutch good for ~625rwtq. I was extremely satisfied with the performance of the car, so I wanted to move onto changing the cosmetic appearance of the car.

I decided to go the ghetto route and cut the springs on my car, for I had been in cars with cut springs, and felt that the ride quality was acceptable and the process was quick and cost effective. I ditched the stock wheels and mounted up the MKIV supra stock wheels with 235 tires in the front and 255 tires out back. The car was now looking good and boosting hard, but it was time to step it up yet again.

I started to go crazy looking for an HKS VPC to convert my car from MAF to speed density because they were discontinued, but luckily I found one that included the 550cc chip and harness that I needed. Since I had the VPC, I knew I now had the potential to make big power. I soon ordered up a Garret T04B 60 .70 A/R P-Trim turbo, Tial 40mm 1.1bar waste gate, full hard pipes, and new large front mount intercooler, HKS racing bypass valve and Blitz Nur Spec exhaust. After spending nearly $800 in custom exhaust work for my waste gate and down pipe, my project was nearing completion. After a winter with no money, I finally got the car on the road and running, now it was time to dyno and tune it.

I began my tuning session on the street with the aid of a boost gauge, fuel pressure gauge, EGT gauge, and A/F gauge. With the help of friends, we got the car to what felt like a good baseline. Soon thereafter I took the car to East Side dyno to put down the real numbers. I did an initial run with the boost controller off, and ran 16psi and put down 436rwhp and 416rwtq. I did another run at 21psi and made 449rwhp and 422rwtq. I then did one last run at 27psi with race gas and put down 520rwhp and 492rwtq. I was in shock that the car made such high power with such a relatively small number of mods, and even more surprised that I did this with a bone stock motor and bone stock head. I left happy and the car felt strong, the car can spin the tires from boost alone at a 100mph roll, which was pretty scary, so I bought some Nitto 555r drag radials and mounted them up. The car is just incredible with drag radials, it just squats and hooks. But of course I'm still not done.

Future plans
I'm pushing the limits of a stock 7m-gte motor, and am currently awaiting my order for forged pistons, rings, and machine work. I also plan on stepping up to a larger turbo and larger injectors, for I'm close to the edge with my 550cc units. My current goal is to eclipse the 600rwhp mark on boost alone. It's all about the love.

08/10/04 - Update!
The stock motor lasted about 3 months at such extreme power levels. Eventually the motor succumbed to rod knock and blown rings. The new setup includes a .020 over block with no oil squirters, Ross pistons and rings, TMS headgasket, Cleavite 77 main bearings, and Pauter rods.

The turbo on the new setup is a T61 with .70 a/r on both the intake and exhaust sides. Exhaust gases are controlled via an RPS tubular manifold with Delegate racegate. Further down I used the RPS downpipe mated to the Tanabe Racing Medalion MKIV catback exhaust. A Blitz MKIV intercooler measuring 24x10.5x4 was employed with 3 inch intercooler pipes from the throttle body to the intercooler, and 2.5 inch intercooler piping was used from turbo to intercooler. A 30 hp jet of nitrous was also used to help with peak power numbers and to decrease overall spool up time.

The maximum power output of this setup was never truly realized as the car has since been sold. Good luck to the new owner.

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