Toyota Supra 1000 hp – Video

[googlevideo]1473992488068038611[/googlevideo]

This is a Toyota Supra doing a burnout. this car had 812 hp at the time of this video. it has over 1000 now.

Mark IV (1993-2002)
Mark IV
Toyota Supra MK IV it should be possible to replace this fair use image with a freely licensed one. If you can, please do so as soon as is practical.
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Toyota Supra MK IV
It should be possible to replace this fair use image with a freely licensed one. If you can, please do so as soon as is practical.
Also called:  Toyota Supra MK IV
Production:  1993-2002
Platform:  JZA8x
Engine:  3.0 L (2997 cc) 2JZ-GE I6
3.0 L (2997 cc) 2JZ-GTE I6
Transmission: 5-speed W58 Manual
6-speed V16x Manual
4-Speed A341E Automatic
Wheelbase:  100.4 in (2550.2 mm)
Length: 177.7 in (4513.6 mm)
Width:  71.3 in (1811.0 mm)
Height:  50.2 in (1275.1 mm)
Curb weight:  ~3400 lb (1542.2 kg)

With the fourth generation of the Supra, Toyota took a big leap in the direction of a more powerful sports car. The new Supra was completely redesigned, with rounded body styling partly based on the Ferrari F40 and featured two new engines: naturally aspirated 2JZ-GE 220 hp (164 kW) and 210 ft/lbf (285 N/m) of torque and a twin turbocharged 2JZ-GTE making 280 hp (239 kW), 260 ft/lbf (427 N/m) of torque. The turbocharged variant could achieve 0/60 mph in 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph . The engine is capable of producing around 400hp with the stock twin turbos and mild bolt-on upgrades such as a boost controller and high-flow exhaust. The turbo version was tested to reach over 289 kph (180 mph) all-stock, but the cars are restricted to just 180 kph in Japan and 250 elsewhere.

The MKIV Supra’s twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of small, equally sized turbos, with ceramic blades for the domestic Japanese market and steel blades for export (USA, Europe) markets. At first, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm. Approaching 4000 rpm, the exhaust is routed to the second turbine for a “pre-boost” mode, although none of the compressor output is used by the engine at this point. Approaching 4500 rpm, the second turbo’s output is added to the intake air, and both turbos operate in parallel. Most cars which are advertised as “twin turbo” operate by having the two equally sized turbos constantly running in parallel; the turbos spool up at the same time. The sequential mode provides greater low-end response at the expense of increased complexity and cost.

For this generation, the Supra received a new 6-speed Getrag transmission on the Turbo models while the naturally aspirated models made do with a 5-speed manual. Both models were offered with a 4-speed automatic with a manumatic mode. However, the turbo model used 4-piston brake calipers on the front and 2-piston calipers for the rear. The base model used 2-piston calipers for the front and a single piston caliper for the rear. The turbo models were fitted with 235/45/17 tires on the front and 255/40/17 tires for the rear. The base model used 225/50/16 for the front and 245/50/16 for the rears. All vehicles were equipped with 5-spoke aluminium alloy wheels and a “donut” spare tire on a steel wheel.

Toyota took measures to reduce the weight of the current model compared to the previous model. The Supra featured hollow carpet fibers. Aluminium was used for the hood, targa top (if so equipped), front crossmember, oil pan, and upper A-arms. Other measures included dished out head bolts, magnesium steering wheel, plastic gas tank, gas injected rear spoiler, and a large single exhaust tip. Despite having more features such as dual airbags, traction control, larger brakes, larger wheels, and larger tires, the car was at least 100 lbs lighter than its predecessor.

For the 1996 model year, the turbo model was only available with the automatic transmission due to OBD2 certification requirements. The targa roof was made standard on all turbo models. For 1997, the manual transmission is back for the optional engine along with a redesign of the tail lights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges that said, “Limited Edition 15th Anniversary.” For 1998, the radio and steering wheel were redesigned once again. The naturally aspirated engine was enhanced with VVTI which raised the output by 5 hp and 10 ft/lbf of torque. The turbo model was not available in California, New York, and Massachusetts due to increased emission regulations.

MKIV Supras have been modified (larger turbos running 30+ psi (206 kPa) of boost and other, undisclosed tweaks) to produce over 1453bhp (1084 kW), as measured at the tires, and cover the 1/4 mile (402 m) in 7.9 seconds. The stock 2JZ-GTE stock engine components are astonishingly rugged, capable of withstanding power outputs of over 1000 bhp (~850rwhp dynojet / ~730rwhp dyno dynamics) without having to update any internal components, putting its capabilities in this regard, somewhat above Nissans legendary RB26 series engine. The stock MKIV Supra chassis has also proven a very effective platform for roadracing, with (for example) several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. The major deficiencies with this platform for road racing include heat management and weight due to the 2JZ iron block. The Supra is one of the heaviest 2-door Japanese sports cars, however still slightly lighter than the Nissan R33 and R34 Skyline GTRs to which the Supra is traditionally a rival in its home country.

The MKIV has become one of the most popular import platforms for modification. This trend has largely been driven by the strength of the stock parts. Untouched motors have been shown to withstand power levels in excess of 3 times what the stock motor is rated at. For less than USD$1000 the owner can increase the power output from 320 crank horsepower (stock) to around 500 crank horsepower. The car has also been hyped and glamourised in several major motion pictures, to a widely mixed reception depending mostly on the age of audience. In the drag racing circuit, Supras and other 2JZ-powered cars have been running very competitively against domestics with two or three times the displacement. The 2JZ has been recognized as one of the most capable import engines, and the engine design has altered very little since the 2JZ was released in 1993.

In 1998, Toyota ceased to import the cars to the U.S. from Japan, although the car was last sold in Canada in 1995. They stopped production of the car altogether in 2002 due to new emission standards coming into effect in 2003.

Scribbled on November 1st 2006 in Toyota
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