P U S H I N G   T H E   E N V E L O P E

f e a t u r e   a r t i c l e

It's not everyday that you see a classic from nearly a decade and half ago ripping up the streets. This is Reg Riemer's chronology of how he built his car stage by stage, year by year.

I purchased the Supra in the photographs 13 years ago. As you can see the car is still in showroom condition. It has 205,000.00 miles on the odometer, {actually 332,000.00 Km's} the original 5M-GE went the entire distance with no problems of any kind. The 5M-GE was still a strong engine with a slightly tired valve train. In 1985 when the car had 80,000.00 miles TRD in California upgraded the suspension and installed a TRD USA stainless steel header and Japanese HKS 65 mm exhaust system. Since then the Supra has come the rest of the 205,000 miles. I had not driven the Supra in the winter since 1988. 

Having founded the Supra Owners Network Canada in November 1983, its purpose as a non-profit Car Club was to help owners with technical assistance, and preventative service procedures, and also allowing owners to receive discounts on parts and service at authorized Toyota dealers and other vendors around the continent. 

i n t r o d u c t i o n

Among many interests I am a serious car enthusiast. Over the last 17 years I have owned and built many performance cars, 340 CID Plymouth Barracuda, 350cid Chevrolet's, as well as a number of full race and rally Toyota Corollas. All of them would blow the doors off my Supra, but none of them had the solid body structure, superb handling and quality of materials.

In 1987 I decided on the solution to solve the horse power problem with my 1982 MA-67 Supra. My solution was the New 7M-GTE turbo motor from the 1987 to 1992 MA-71 Toyota Supra Turbo. I wanted to give the car blistering Viper type acceleration, but not tilt the balance of smoothness and reliability. In short I wanted to be able to drive the car across the country and back with the flawless reliability I have come to expect from the Supra. 

The 7M-GTE is an in line 6 cylinder aluminum head cast iron block, 3.0 litre Twin Cam 24 Valve Turbocharged Intercooled engine as the designation says GTE {G = Twin Cam} {T = Turbo} {E = Injected}. The 7M-GTE is, as we say, all in the family or a cousin to the strong smooth twin cam 5M-GE. Likewise the storming small block Chevy LT1 roller cam 350cid compared with the humble Chevy 283cid two barrel of yesteryear, only with state of the art turbo charging to boot. The 7M-GTE and 5M-GE share two important common things other than their M family heritage back to the first M engine in the 1964 Toyota 2000 GT. The transmission bolt pattern and engine mount locations are identical, even though the 7M-GTE has a redesigned block casting: 

Designed from the factory with all the right stuff: 

  • compressor bypass 

  • finned blade compressor wheel 

  • crank angle digital ignition 

  • high tech oil pump that delivers super high volume at low pressures to satisfy the piston cooling systems 

  • on board TCCS {Toyota Computer Control System} 

  • fuel system safe to 11.5 PSIA {Pressure per square inch actual} at sea level in stock form 

This engine is built from the ground up to live under the stress of turbocharging. Toyota went to great lengths to make it bulletproof, utilizing Lexus rigid metallurgy standards throughout the engine. They also built in two separate internal oil cooling systems for the pistons: sprayers at the small end of the connecting rods to cool the piston domes as well as sprayers for the piston skirts along the bottom of the bores. Special narrow piston rings and piston materials also increased reliability. These engines are reliably producing up to and beyond 450 hp in many street and race cars on a day to day basis. Running up to and over 20 PSIA boost at sea level with totally stock internals is possible. The only things needed to go beyond 11.5 PSIA are the HKS fuel and boost goodies. As the years went by after the release of the 1987 MA-71 Supra turbo with the 7M-GTE engine, I gained a vast knowledge of the new cars. 

o v e r v i e w

The first steps in converting my car to this engine and TCCS engine management ECU were done in March 1994, starting with Saturday shopping trips to the Insurance Bid yards. After buying a crunched burgundy, July/1988 or {8807} MA 71 Supra Turbo Automatic on March 5, 1994, I was well on my way to make my Supra `Super Souped'. 

The first major step after buying the burgundy car was to develop and write my own wiring conversion CAD diagrams. After building my sub wiring harness from my design drawings, I tested the results in the burgundy car before wrecking the entire car. Doing the electrical this way allowed me to plug the complete 7M-GTE engine management system into my Jan/1982 or {8201} MA-67 Supra without wire cutting and butchering. I wanted to be able to plug in all the 5M-GE bits again to put the car back to stock condition. The 7M-GTE would have no idea it had been moved to my smaller and much lighter Supra. Best of all my car would inherit all the benefits of the newer cars reliable and potent factory electrical and fuel system. 

I looked into using the MA-71's super beefy clutch and W 154 manual transmission but soon realized this would be a future project. I used to think the Chrysler Hemi 4 Gear was the only truly beefy factory transmission before the Getrag boxes. The Clutch and pressure plate from this transmission are like nothing you have ever seen before. The pressure plate forks, {if this is what you can call them} are actually pulled away from the engine to disengage the clutch. This setup will only work with the W 154 transmission. My solution was to use a clutch and pressure plate from the 7M-GE coupled to the stock W 58 transmission. This clutch is a very robust unit offering much more clamping power over the stock 5M-GE clutch setup, and bolts right up into place between the 7M-GTE and W 58 five speed transmission. 

After putting the 7M-GTE from the burgundy car on the stand in the shop I examined the engine from top to bottom looking for any signs of stress or leaks from the past 120,000.00 kms in the big burgundy Supra. As it turned out the engine only needed belts, cleaning and a minor valve adjustment. Everything else was at factory specs. While on the stand I installed a HKS metal head gasket to allow for future upgrades. 

The powerflow air filter is a must have for this conversion due to limited under hood space. The MA-71 has more room up in the nose area but surprisingly less everywhere else because of its hi-bred double wishbone front suspension. The MA-67 uses conventional Struts thereby allowing a slightly larger engine bay all around. 

The Turbo was sent out to Alamo Industries in Calgary for cleaning and tweaking. Other parts which had become tarnished were sent out for chrome plating or ceramic coating. After Designing and building a modified 5M-GE Oil pan, & windage, as well as a custom 7M-GTE oil pump pickup, the 7M-GTE engine was now ready to be installed in my Supra just the way Toyota would have done it. 

a s s e m b l y

The stock 5M-GE/MA-67 engine mounts are a straight bolt up to the 7M GTE's forward set of engine block motor mount locations. The MA-71 car used the rear set of engine block motor mount locations. Due to using the forward motor mount locations, a Ford Motor Sports 90 degree external oil filter kit is required to mate with the factory Toyota oil filter and oil cooler adapter. This kit contains the perfect parts and provides ample clearance between the remote oil lines and right side motor mount. 

Stock Intercooler from the MA-71 fits in the MA-67 front body work perfect dimensionally, but modifications are required to intercooler mounting and inlet piping. Plumbing is mostly a bolt up out of the MA-71utilizing 90% of the factory MA-71 bits. The Intercooler install, when finished, will look factory stock, leaving ground clearance at the front of the car unchanged.

Radiator is stock 82 MA-67, Rad hoses are as follows: 5M-GE lower and 7M-GTE upper. Some minor trimming of the original plastic MA-67 fan shroud is needed to allow for clearance of the MA-71/7M-GTE clutch fan and upper rad hose. Power steering lines are a bolt up to the 7M-GTE pump, no modifications required. 

Fuel Pressure lines, Filter, and pump are all stock 5M-GE/MA-67 and require no modifications. Note! I ran bench tests on the 5M-GE and 7M-GTE fuel pumps. Results are as follows, pumps make same pressure with stock wiring but do differ slightly in volume. The 5M-GE pump put through about 7 % less volume per minute. 

Under the hood you can see a super clean install, right down to the factory TCCS computer Diagnostics block. The only parts of this conversion which do not look factory are as follows: Oil filter is mounted up and away from the engine next to the windshield wiper motor, the full sized glove compartment will not quite fit back in the car due to my additional sub wiring harness plugged into the TCCS. I built a small T-6 face plate into an extra factory glove box and cut the rest of the box off, {always cut parts that are easily replaced}. This gave me a lockable electronics compartment with ample room to mount in all my future upgrades. Besides, who needs gloves anyway. 

I also decided to run a 4.10 LSD final drive as compared with the 3.70 LSD stock ratio, this will reduce the stress to the transmission and drive line. The Supra's curb weight was 3040 lbs before conversion to 3110 lbs after conversion, not a bad trade; almost triple the torque and double the hp for 70 lbs of extra fat. The word is ROCKET even with the AC on.

i m p r e s s i o n s

After doing the 7M-GTE conversion months ago I have logged more than 12,000 kms on my Supra GTE. In this distance the car has undergone boulevard cruising and bruising as well as some intense long distance highway excursions, including demos for friends, performance testing, drag racing, and in general an all around flogging and dogging. The car has performed flawlessly since it first rolled out of the shop doors. The finished product of this conversion is still a dead reliable stock Toyota Supra which now runs 0 to 60 mph in 5.8 seconds. The Supra's overall day to day drive ability is much better than with the original 5M-GE engine: seven hundred RPM idling, quieter engine bay and exhaust. Note, best of all the 7M-GTE's ample low RPM torque is handy for second gear starts, and second to fourth gear up-shifts with no unhappiness at doing so. But things happen real fast and loud when the throttle is cracked, boost and acceleration comes on Formula-1-ish along with the familiar turbine sound a Jet Aircraft. 

Engine operating temperature has never moved over the 75Øc mark even with extended hot day AC idling and traffic conditions. Fuel consumption at cruise speeds is excellent, 28 MPG highway on last testing {UK Gallon}. The stock MA-67 cruise system, when integrated with the 7M-GTE TCCS ECU, is an interesting scenario, it could be re-labeled Anti-Boost Control. The car will not go into a boost condition with the cruise system in control of the throttle. This is due to the cruise actuator operating on engine vacuum, when the vacuum is zero the actuator cannot open up the engine any more to create a boost condition. This is a handy fuel saver because the 7M-GTE will pull most large hills with no need for boost anyway. 

When I put the car together I used AmsOil products throughout the car, 10W-30 Turbo Formulated Oil, & Polypropylene Glycol coolant which is non-corrosive and safe to the engine and the environment. This coolant offers better heat transfer capabilities than traditional Glycol. Another advantage with this coolant is that it can be run at zero pressure in the engine with minor modifications to coolant system. In the transmission and differential I used 75-90w AmsOil gear oil. I feel these products represent the best quality that money can buy. 

& tuning

After my trip to HKS in California April 1994, I returned with Saturn V Booster power and less room in glove compartment, due to HKS F Con, EVC. After installing the HKS F-Con, & EVC six months ago I was overwhelmed by the car's acceleration. I have the option of stretching out events with most of todays hot cars by backing off and letting them get away, only to open up and reel them in for the kill. With the current setup the car clocked a 4.8 second to 0-60 mph at 13.5 GPSI Gauge boost pressure, as well as a 12.7 second 1/4 mile time. "This is definitely one mean Toyota" 

With the short 4.10 final drive ratio the car seemed to accelerate harder in second and third gear than in first gear. It was apparent that due to a shortage of traction in first gear combined with the short gearing the car was unable to take full advantage of the 7M-GTE's fantastic torque and 300 Plus HP at 13.5 GPSI. Calgary is above 3500 feet elevation so a well designed Turbocharged setup is definitely the best thing since string bikinis. 

Some of the changes I made to get the car hooked up were to replace all the shocks and struts, they seemed as if they were in fine shape with the 160 hp 5M-GE, but with the new potent turbo engine the supra was a handful to say the least. I used locally available KYB's that I have had great success with in the past. This helped reduce the wheel spin as well as settled down the tendency to over steer in a straight line. I also installed a new set of tires, BFG Comp T/A's, 245-50-16's in rear and 225-50-16's up front replacing the very old first generation Goodyear Gatorback 225-50-16's at all four corners. This reduced the wheel spin considerably, and allowed me get on the car harder in first gear than was previously possible with the old setup. As well the slightly taller rear tire's now make overall gearing factory stock, 2450 RPM at 100 KPH. I can't seem to get total control of wheel spin in first gear on all road surfaces. Sometimes second gear can cause wheel spin and over steering problems if the attitude of the car is anything other than perfectly straight. It comes in right after the Turbo spools. 

Supra GTE Upgrades
1 9 9 4   t o   1996

It seemed to me that the next logical step would be to upgrade the 7M-GTE in my 1982 Supra with several high performance upgrades. Some upgrades would be my own designs, and others would be off the shelf parts from HKS USA. The first step was to upgrade the muffler section of the 9-year old HKS sport riding exhaust system. Piping in the exhaust is all mandrel bent 60mm and was in perfect condition, but the muffler was not up to the task. I replaced the muffler with a stainless steel Dyno Max Ultra flow 3" unit. 

After I had put some miles on the car with the 7M in stock trim I was ready for some serious upgrades. This 7M-GTE engine had about 116,000 km's on it and was all original except the head gasket. It was replaced with a new one and was torqued down to 72 ft/lbs when the engine was on the stand. The valve grind and piston rings, bearings etc. were all factory Toyota installed. The timing belt and tensioner were replaced before the engine was installed into the 82 Supra. 

As with all 7M-GTE's from 1987 to 1992 the path would be the same. HKS SUPER POWER FLOW air filter system, followed by a free flow exhaust system. Next step to more power was an easy one, I picked up the phone and ordered an HKS EVC {electronic valve controller}. This electronic device yields in the car adjustable boost pressures and faster response for the turbo. Mated to the 7M-GTE engine it would provide maximum boost pressure of 11 psi at sea level with the stock 7M-GTE fuel system. This is the best turbo boost controller on the market. The Supra GTE was starting to flex its muscles. With the light curb weight of my 82 Supra now at 2900 lbs. and 320 HKS rated HP at the flywheel the car was now more than a match for most street cars. High output V8's and hot turbo four cylinders were no longer a problem for the old Supra. 

I also installed a host of gauges and other devices in the car to plot data on how the engine was running with all the new found HP. In the list of gauges is HKS 60mm peak hold exhaust gas temp meter, HKS 60mm warning oil temp, HKS 60mm warning water temp, HKS 60mm mechanical oil pressure, charge air temp meter & cylinder head temp meter. 

The car continued to run perfectly and exhibited no signs of complaint in any way so I decided to push onward with the upgrades. I noticed that the EGT temp was 175 degrees hotter {1550 DEG F} at 13psig boost pressure. This temp gauge was telling me that the engine was using most of the fuel that was available with the current fuel system. I would have to upgrade the fuel system with the HKS PFC-FCON to get any more HP from the engine. The F-con is a piggy back computer that plugs into the stock ECU and allows the fuel system to get more fuel into the engine at higher boost pressures without changing to bigger fuel injectors. This only works to a certain point and then the injector upgrade is necessary anyway. 

After the installation of the F-con I could run boost pressures up to 15psi at sea level or 17 psi at 4500 feet altitude in Calgary Alberta, Canada where I live. This upgrade made the car feel very fast when I had the high boost pressure cranked up but the engines idle had picked up a distinct burble and lump. This upgrade also added a mass extra wire and gear behind my once very clean looking 7M-GTE engine wiring sub harness. The quality of the F-con was very good as was the full throttle performance but I did not like the extra wires and the lump in the curb idle. 

After doing much research into the TCCS EFI system and the HKS F-con I realized that to do this correctly I would have to spend some more money or change my approach to the fuel system upgrade. The HKS F-con chip I was using was set up for a California spec Supra Turbo, with a catalytic converter, which my Supra did not have. To get the F-con setup to run correctly on my car I would have to purchase an HKS VPC {Vein Pressure Converter}, the VPC unit piggybacks with the F-con and the factory ECU it will allow for full adjust ability of the fuel system. The disadvantage to the VPC in my car is that it would add an additional plug in harness to the electrical system. In my car the engine controls systems would have following connections: TCCS ECU/SUPRAGTE sub harness/F-con Harness/VPC harness. I pondered doing this upgrade and continued to drive the car with the F-con set up the way it was. 

During the winter of 1995, after much research on the TCCS engine control computer from the 7M-GTE, I decided that I wanted to build a fuel system for my car that retained only the stock computer and no extra computers or other plug in equipment that would complicate the wiring in the car. I reasoned that the factory computer was doing a very good job at pressures up to 11 psi at sea level, so all I need to do was extend this range up to 20 psig {pressure per square inch gauge}. After talking with a friend of mine in Florida, Lance from Toyomoto gave me the seed I was looking for to build my own fuel upgrade for the car. 

Lance had been using the Lexus air flow meter on his Greddy enhanced high performance fuel systems. He noticed that the Lexus V8 engine used similar type of Air Flow Meter and this would remove the restriction in the air passage to the turbo. This was a side benefit for his system, but my idea was to use this Lexus V8 meter as he did with the 7M-GTE but use the Lexus meter as the key to the upgrade. I did not to use the Lexus meter with a Greddy/HKS piggyback computer to adjust the system to correct operating levels, this would yield a complicated system similar to the VPC/F-con setup that I did not want to use. These are very good systems but I feel they are not best suited to the Supra GTE converted cars. The Supra GTE already has one sub harness that allows the 7M-GTE to live in the older supra. When this harness is added to all the other HKS/Greddy harnessπs it becomes too much wiring in my opinion. They work very well, but keeping the Supra GTE car as light weight and clean in its design has been the prime directive from the beginning. 

To build the system I wanted, I would need to fall back on the things I had learned doing the research on the TCCS ECU. This work allowed me to tap into the factory computers' Vf feed back from the on board diagnostics' system. This factory installed Vf diagnostics system would tell me what would be required by the factory computer to allow the system to work as Toyota originally designed it. 

This newly discovered Toyota supplied tool helped me build the necessary custom part for the Lexus Air Flow meter and the 7M-GTE adjustable fuel pressure regulator. These custom parts would allow me to combine the stock computer, larger 550cc fuel injectors and the Lexus air meter together giving a totally balanced fuel system with the capabilities my car required. On paper the plan worked so I decided to build it and test the results on Dynojet chassis Dyno that had been recently installed in Calgary. 

After installing my Lexus Air Meter fuel upgrade on the car, using the factory supplied Vf diagnostics' system in the TCCS 7M-GTE computer to rebalance the system, all went well. The car ran just like it did with the stock fuel system only this was not a stock fuel system any longer. The stock TCCS EFI computer is retained but the engine is now fitted with 550cc injectors, NOS systems fuel pump, custom adjustable fuel pressure regulator and custom adjustable Lexus air flow meter. On paper this fuel system could supply enough fuel for up to 500 HP at the flywheel. Yet still allow for a smooth factory idle and low end drive ability. I was very happy with the initial results but did not want anyone else in our large Supra club to do the conversion until I had tested the performance and reliability with the new system. 

The first trip to the Dynojet 248E Dyno proved the results of my new fuel system. My 82 Supra pulled 263 HP at the wheels and 334 ft/lbs of Torque at 13psia {pressure per square inch actual} with the stock Toyota CT-26 turbo and Intercooler. The engine ran at 1350 DEG F in exhaust gas temperature, this was cooler than the car ran with the stock fuel system at a lower boost pressure of 11psia. After a few months of driving the car on the street I was still very happy with the new fuel systems total performance so I decided it was time to play with turbocharger upgrades.

Over the past few months I have Dyno tested three different Turbos on the Supra GTE. See the Dynojet printouts in this article. The best turbo tested to date has been the HKS Sport Turbo Upgrade turbo kit for the 7M-GTE. This Turbo spools very fast and has a very wide power band, about 3300 rpm to well past red line if required. The Dyno runs show this turbo still pulling hard at 6500 rpm {see printout below}. This HKS turbo produced 339 HP and 398 ft/lbs of torque at the rear wheels. This turbo required an upgraded clutch to hold the power. The clutch I installed when I put the 7M-GTE engine in would not hold any more than 300 HP and 340 ft/lbs of torque at the wheels. 

A new upgraded clutch would be necessary so that I could test my new HKS SPORT TURBO UPGRADE. The stock Toyota clutch that was in the car was in perfect condition but could not hold the 7M-GTE with the HKS Garrett TO4E turbocharger. This clutch would slip at anything over 13 psig. The other two turbos I have Dynoed on the car in the past tests never caused the clutch to slip at far higher boost pressures. Because of this fact, along with the old seat of the pants gauge, I knew my 7M-GTE engine was now making very serious horse power. The strong stock 7M clutch had reached the end of its clamping power. If the Dynojet sees any slip it will not record any data on the run so this is the sure way to tell if the clutch or torque converter is slipping. 

To meet the clutch slip problem face to face, I purchased a beefed up full metallic race clutch built from the pressure plate used in the Lexus SC300. This is the same body style as the SC400 but has the 2JZ-GE non turbo engine rather than the Lexus V8 engine. This six-cylinder engine is cousin to the 2JZ-GTE twin turbo engine in the current body style Supra twin turbo. Toyota still uses the W58 5 speed behind the 2JZ-GE engine in the new 1996 Lexus coupes and 1994 and newer Supra non turbo. I love the way they keep using parts proven to work, this makes it easy for hot rodders like me who need to work with the older models that are not the latest technology. The W58 transmissions are behind every no turbo 7M and 2JZ engine Toyota ever made. 

The Lexus 2JZ-GE clutch is reworked and modified by Clutch Masters in California, Chris at Clutch Masters modifies the Lexus clutch with a number of tricks, they use a 50% area full brass disc as well as a host of mods {company secrets} to the pressure plate. It feels the same in the pedal pressure department but comes on very firm, you have to be a little careful leaving intersections quickly, as to not put rubber on the road and get into trouble with the Police Department. This clutch holds my 7M-GTE to the Supra GTE's drive train with no sign of slip. 

This was the 3rd trip to the Dynojet for my Supra GTE. The runs this trip would be #6, 7 & 8. Runs # 1, 2, 3, 4, 5, were made in the past trips to the Dynojet 248E. As with all the past runs, I only made changes to the cars Turbo each time down to the Dyno. No other changes at all, nothing that would mess up the tests. I am doing this in correct steps so that the information I write about is accurate and detailed. 

This is an HKS turbo kit and just like the name says it is a full kit. The comes with every washer gasket and clamp that is required to install the kit on your car. The only quality problems I found with the HKS kit were that the cast iron down pipe flange coming out of the back of the custom HKS TO4E turbine housing did not have one bolt hole tapped for the threads, not a big deal because it was one of the holes that bolt down the factory Toyota aluminum heat shield. Point of interest the kit is so nice that it will allow you to use the factory aluminum heat shields that come on the 7M-GTE, this gives it a very clean look under the hood, as you guys all know I like clean installs. Before the install I sent away an extra set of factory heat shields for ceramic coating, this way when I had the turbo off to do the Sport Turbo upgrade I could bolt the shiny ones on my car when I when I put it back together. 

The HKS turbo is wild on the street or strip. It responds as fast or faster than the stock CT-26, when it is up to full sing it truly feels like a jet fighter plane is pushing on your back bumper. A total blast to drive and well worth the extra money HKS USA has to charge you for it compared to other turbo setups. You should also remember that the HKS upgrade is a brand new turbo and not just a rebuilt turbo with the latest xyz fantastic wheel combo. 

On run # 7 on the Dynojet 248E the Supra GTE pulled; 339 HP at the wheels and 398 ft/lbs of Touque at 14.5psia with the HKS SPORT TURBO UPGRADE.

The rest of the cars setup is still the same as all other runs. The current setup is as follows: 

  • HKS super power flow air filter 

  • Lexus Airflow meter upgrade, complete with custom adjustable FPR, Lucas 550 cc injectors, *custom meter screw 

  • NOS systems external fuel pump, running stock MA-67/5M-GE lines and filter 

  • Stock MA-71 Intercooler, and piping 

  • Stock spark plugs, wires, ignition system 

  • Stock TCCS ECU, O2 sensor 

  • Stock engine internals, {this 7M has over 120,000 kms on it to date}

  • Exhaust system: Dyno Max muffler on the back of a HKS MA-67 sport riding exhaust system. No cats.. 

  • 4:10 to 1 LSD 

  • Stock W58 5 speed tranny 

  • BFG Comp TA, 245 50-16" tires rear and 225 50-16" front.

Conclusion of Dyno Tests on Supra GTE: 

  • The Lexus fuel upgrade that I developed for my car works flawlessly, and the performance of this low cost setup is astounding. 

  • I wanted to run the tests on the stock Intercooler to see how much the MA-70 system could flow, I was only interested in the HP vers CFM and piping size. I have flow tested many of the current Intercoolers for the Supra Turbo and Supra TT for CFM ratings. This give me a good idea of a HP limit on CFM flow rates for Intercoolers and piping at standard charge air temperatures. 

  • I have proven that 410 flywheel hp is a very real number with the 7M-GTE running with much of the stock sized piping in place. Do not attempt to run the stock Intercooler at high flow rates like this for extended periods of time. The stock Intercooler is not nearly as efficient at cooling the hot charge air for extended periods of time in warm conditions. When I run my car on the Dyno it has gauges that tell me all about the charge air temperature and EGT temperatures. 

  • I have also proven that the 60mm exhaust system with no cats and high flow muffler can also flow 410 flywheel hp with normal EGT temp of 1300 to 1400 DEG F. The next tests on the Dynojet will be runs with a new custom 3" exhaust system followed by more runs with a new HKS Intercooler upgrade. These final tests will close out the Dynojet tests on this SupraGTE. I have achieved more power than I ever wanted from this engine and will move on to other projects. The SupraGTE will continue to be part of my recreation life and will always be driven on the street in the summer and shown at car shows in the winter. Next summer it will be doing a run down to C.A. via the Pacific Coast Highway with my Girl friend and I. For more info I have written a number of How To articles that are linked to the Supras home page at http://suprasonic.org

  • --Reg Riemer

    I also sell a Supra GTE electrical conversion kit, as well as a mechanical kit, anyone with the will and time to build the Supra GTE can buy the kits from me. There are currently a number of SupraGTE's in Canada and the USA. For more info, email me @ regr@me.com

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