Hitting 300 km/h (that's 186 mph in American talk) along the Fuji Speedway main straight is no easy feat. It's one of those bragging rights that can only be earned, much like lapping Tsukuba Circuit in less than a minute. Overall performance is a must, but getting up to speed is only half of the job when trying to achieve impressive lap times. Which is precisely what this Supra has been built for. The owner, obsessed with continuously bettering his time at Fuji Speedway, made the decision to go full out and take his car off the street, handing it over to the guys at Admix to create the ultimate track weapon.
Add and mix. That is the motto, as well as the name, that Motojima and Yamamoto chose to use for their new business venture. Based in Saitama, Admix is the latest player in the highly competitive Japanese tuning industry, a shop that has already gained a foothold in the aftermarket scene. Both of these guys aren't new to the game; they worked previously with respected tuning garages like Autech Tsukada, so they've gained the necessary experience expected from high-end workshops. Their knowhow is combined with a true passion for everything car-related, which is precisely what customers like to see when they trust someone to go wild on their cars. Motojima is very down to earth as he explains what was on the cards for the Supra's transformation, saying that if you want to go fast at Fuji, you need the power while sacrificing a little low-end torque for a screaming top end. It's a refreshing approach in a time where all tuners in Japan are focusing on creating the most responsive engines possible.
With the Trust T88 single turbine in place, the 2JZ's bottom end was taken out and replaced with a set of HKS forged pistons along with JUN H-section connecting rods. The stock Toyota crank was deemed more than capable of dealing with the extra stresses the engine would be subjected to, but for peace of mind it was sent to the machine shop to be balanced and to guarantee optimal smoothness all the way to the redline. The 272º HKS camshafts were thrown on both the intake and exhaust sides, and since the motor would be seeing a lot of high rpm for prolonged periods of time, the valvetrain was given a few choice upgrades. These came in the way of RB26 valve lifters and retainers, superior components that guarantee reliability at high rpm, and JUN VG30 valve springs were chosen for their proven reliability helping complete the headwork.
The T88-33D, not the biggest of the T88 range of turbochargers, sits on a Trust stainless steel exhaust manifold along with the external wastegate. A free-flowing 80 mm Blitz front pipe connects up to the rare Veilside titanium exhaust system, designed for these types of applications. Motojima created all the custom piping needed to take care of the intake side, starting off with the long induction pipe that allows the T88 to breathe through the Trust Airinx pod filter. Again from Trust is the large-core intercooler, connected to the one-off piping which leads the compressed and cooled air through the large Nissan Infiniti Q45 throttle-body and into the JUN intake plenum. Motojima even made up a tiny vacuum tank, fitted on top of the plenum for easy maintenance. Fueling is handled by the SARD 1000cc injectors lined up on a HKS fuel rail with two NISMO pumps in the tank working hard to keep the system pressurized. A few laps at Fuji Speedway are hard on any engine so to keep things running reliably, the SARD racing radiator has been fitted with a custom-made air-separator system, which uses two auxiliary tanks mounted at varying heights helping get rid of bubbling air when temperatures increase. Driveline modifications have been kept minimal with an ATS triple-plate carbon clutch and TRD 2-way LSD helping the driver dose the power and efficiently put it down to the ground.
HKS was called in to supply the Hipermax Pro adjustable dampers, which have been mated to very stiff Hyperco springs. The smooth surface of Fuji Speedway really does demand hard settings to maximize the grip of a car, but since the owner still prefers to drive the Supra on street tires, it is not as hard as it could be if semi-slicks were to be run. Braking has obviously been given a rethink; the Endless system allowing the car to shave off speed effectively without fading every time, which is just what you need when you are fast approaching turn 1 with the speedometer honing in on the 300 km/h mark! The 6-pot front calipers are fitted along Project Mu 370 mm 2-piece discs with rear 4-pots mated to Endless 332 mm discs for optimal balance. Special Admix brake pads developed especially for hard track use complete the upgrade.
The Supra might only be a weekend track toy but this doesn't mean its looks were going to be ignored. To help feed more air to the large Trust intercooler, a Bomex front bumper was fitted and joined by a Top Secret diffuser which has apparently helped tremendously with stability and front end bite through the tricky 100R corner. The vented hood is much lighter than the factory one but also helps with cooling at speed as hot air from the engine bay is extracted through the openings. As one can imagine, 700hp in a rear wheel drive car, no matter how well set-up, will always give traction issues, an area where aerodynamics can really help. With the newfound stability at the front, the rear was also fitted with downforce enhancing items like the Top Secret diffuser and vortex generators, and the obligatory GT wing from SARD. These aero parts combined allow the car to bring slightly more speed into corners and improve stability when powering out. Motojima says that without the massive wing, the car could easily pack another 10 km/h (6 mph) onto its top speed on the straight. Veilside side skirts and Ganador side mirrors are the final pieces that enhance the look of this JZA80. Apparently, the owner likes to run two different types of wheels, 9.5Jx18" Volk Racing TE37s at the front and 10.5Jx18" RE30s on the rear. Being of the same matte bronze finish, the model difference doesn't seem to look strange at all, actually enhancing the Supra's time attack appearance. Tires are Advan Neova AD08 265/35R18 front and wider 295/30R18 at the rear.
The interior was quickly rid of rear seats, carpeting and sound deadening in an effort to shave off unnecessary weight. It was then joined by a full rollcage, bolted in place to help stiffen up the aging chassis as well as add some extra safety. All of the stock dashboard and instrumentation has been left in place for the time being, but as the car progresses, this is one area that can potentially bring in decent weight savings. Additional Defi instrumentation is the order of the day with five gauges lined up towards the driver along the center console and a large diameter rev counter fitted over the Veilside upgraded meters. The Defi Link Meter digital display also joins the HKS EVC and lap timer modules, positioned within easy reach from the Recaro driver's bucket seat.
Even Super GT race cars can't hit 300 km/h on the Fuji straight, which places the capabilities of this Supra well into perspective. It has already made a name for itself in track day circles with everyone bowing down to its potential, as well as the skills of the guys at Admix.
JZA80 Toyota Supra Turbo
Hometown Saitama, Japan
Occupation Tuning Shop
Power 700hp; 506 lb-ft; max boost 1.55 kg/cm2
Engine 2JZ-GTE; HKS 87mm forged pistons, 1.6mm head gasket, oil cooler, fuel rail and 272 camshafts; JUN H-section connecting rods, VG30 valve springs and intake manifold; balanced stock crank; RB26 valve lifters and valve retainers; Trust stainless steel exhaust manifold, T88-33D turbo, Type C external wastegate, BCNR33 700mm intercooler, Airinx filter and oil catch tank; ADMIX intake pipe, custom turbine shroud, custom intercooler piping, custom vacuum tank and custom radiator sub-tank; Blitz 80mm front pipe; Veilside 90mm titanium exhaust; NISMO RB26 in-tank fuel pump (x2); JUN intake manifold; Infiniti Q45 throttle-body; SARD fuel pressure regulator, 1000cc injectors, radiator and radiator air separator tank; Billion power steering tank
Drivetrain ATS triple-plate carbon clutch; TRD 2-way LSD; ADMIX custom breather system
Engine management HKS F Con V Pro ECU and EVC boost controller
Footwork & Chassis HKS Hipermax Pro adjustable dampers; Hyperco 12kg/mm springs; TRD strut tower bar
Brakes Endless 6-pot front calipers with Project Mu 370mm front discs, Endless 4-pot rear calipers with 332mm Endless rear discs; ADMIX brake pads
Wheels & Tires Volk Racing 18x9.5" TE37 (front) and 18x10.5" RE30 (rear) wheels; Advan Neova 265/35R18 (front) and 295/30R18 (rear) tires
Exterior Bomex front bumper; vented hood; Top Secret rear diffuser, vortex generator, lip spoiler and under diffuser; Veilside side skirts; Ganador mirrors; rolled/smoothed front/rear fenders; SARD Type Fuji 1800mm GT wing
Interior Recaro SP-G racing bucket seat; Cusco bolt-in rollcage; MOMO Race steering wheel; Veilside meters; Defi RPM, exhaust temp, oil pressure, oil temp, water temp and boost gauges; Defi Control Unit II and Link display; HKS Circuit Attack Counter