About
Will Neely
Atlanta, GA
1991
Wneely2@aol.com

Background
My car was originally purchased in 1997 after wrecking my 1988 Toyota supra. The one thing I love about the vehicle is the stance it has while on the road riding. My supra in the beginning was by no chance a car that was built to run. My very first dyno pull was a romping 156 rwhp. From there I decided to take it to another level and start the HKS upgrade chart.

Turbo
t-66 .84 a/r

Bottom End
Crower rod wisco piston clevite 77 bearing completely balance and blue printed

Head
Head is ported with ferrea double springs and ti lock and etc. 1mm over size valves

Intake
Intake has been ported and hard pipes installed, Greddy 3 row FMIC

Exhaust
Hks Dragger, with Sound performance manifold and HKS GT watsegate

Fuel
Dual walbro pumps and -8an lines paxton fuel pressure regulator and 720c injectors

Drivetrain
RPS stage 3

Suspension
Eibach spring tokico shocks poly bushing suspension techniques sway bars

Electronics
Vpc, EVC-EZ, safc

Interior
Rare dark grey interior from 92 model

Exterior
Konig monsoon rims 245-40-17 ft 275-40-17 rear nitto 555rs

Writeup
The basics the intake the exhaust and boost controller and so on. From there on I decided that I would experiment with the Lexus AFM route. This lasted all of one day as I couldn’t get the idle to smooth out even after driving it around.  I knew from that moment on I wanted reliably and smooth idle. So I jump into all the HKS stuff. First the FCON. This cause the car to run very rich at high rpms. Then I decided that I wanted to add a VPC so I could have a little tune-ability. This didn’t work to well so I added the GCC to the mix. Now my glove box looked like a rats nest so my next move was the removal of the fcon. Now I started to see progress with tuning. However the GCC didn’t allow the tuning that I needed so I got a little gadget called a SAFC. Wow now I could tune at all rpms and make the power I new was there.  Of course through out all of this I ended up with a rod knock. So my next move was forged pistons. By adding these I was able to run more boost with out the thought of popping my motor. Plus this got me motivated as I had added little tricks to make power. Examples:  Electric fans, light weight drive shaft, lighter pulleys and so on. This set up took me way up to 500rwhp. Then one day I got it in my head that I needed to beat 714rwhp. This was my new goal and nothing would stop me. So I tore a completely good motor out the car and built what I called a real motor. This would include everything and a few of my own secrets. But to list a few I enlisted help from Ferrea, crower, Wiseco. Yes this would be a motor that would with stand 35psi if called up to do it. So after adding my magic touches and secrets the car climbed to 684 rwhp no nitrous. Yes this would be fun but what would happen if I decided to add a little gas to the run. Well the rest is history 730rwhp and 747 ft lbs of tq.

In conclusion I love the MKIII and with a little help I know this generation is capable of making 900rwhp easy. My thoughts are that a MKIII that is making 500rwhp would easy hand a MKIV making the same power it ass due to the short gearing of the MKIV. I really don’t feel that the MKIII is inferior to the MKIV.  Reason being the time it takes a mkiv to shift gears the MKIII is still running 3rd and pulling. Not to mention the stroke of the MKIII develops serious torque and believe me that gets the car moving.

Future plans
Future plans are to get cams that will exploit top end muscle! Also plan to get a t-72 turbo.