1998 Toyota Supra SP74 Turbo

As we noted earlier, Blach's main goal in building the car was to create the most powerful engine possible using a stock 2JZ block. To this end he left the bottom untouched but has made significant changes to the engine's breathing capabilities and its fuel system. His first task was sending the cylinder head to Tony Urrutia of SHP Cylinder Heads in Houston, where it was ported and polished, received HKS 272 cams, 1mm oversized Ferrea valves and Crower titanium springs and retainers.

The next step was deciding on a forced-induction system. Again, Blach relied on past experience and decided to use an RPS single turbo kit. This time the kit was built to his specifications and includes an RPS header with 1.75-inch equal-length Jet Hot-coated runners, 4-inch RPS downpipe and midpipe, an HKS 60mm GT-Series wastegate, and a 3-inch intake pipe and K&N filter. RPS kits normally run GT-series turbochargers, but Blach's car currently uses a new-generation SP74 turbo, sourced from Larry Prebis at Sound Performance in Chicago, which sacrifices a bit of bottom-end spool for more high-end flow.

Other additions on the engine's intake side include an Accufab 3-inch throttle body and a new intake manifold from Sound Performance. An HKS titanium exhaust pipe lets waste gases out the rear.

To ensure the fuel supply would be rich enough for the hard-breathing engine, Blach ordered a Stage 2 fuel enrichment kit from Jarrett Humphries of Powerhouse Racing in Haslet, Texas. The package includes a new fuel rail with a 17.4mm inner diameter, Rochester 960cc injectors, two in-tank Walbro pumps, an Aeroquip fuel pressure regulator and an NX wet nitrous kit. For fuel tuning, Blach uses AEM's EMS stand-alone computer running a five-bar MAP sensor. Since he had no experience working with the EMS, Blach called on Justin Nenni of Protech in Austin to perform the tuning.

Using the standard RPS turbo kit, its supplied GT-series turbocharger and the tuned AEM computer, Nenni and Blach say they were able to throw down 912 hp at the rear wheels in its first couple of dyno pulls. The next day, Blach and Bahn performed some basic maintenance on the car, like changing a leaking main seal. While they were at it, they also installed the bigger Q-trim SP74 turbo from Sound Performance.

On its next dyno session, Blach's Supra turned the Dynojet rollers to the tune of 958 rear-wheel horses at 31 psi on a 50-shot of nitrous. During the day's test session, the car turned out eight 955-plus dyno runs. Considering the power lost through the drivetrain, the engine itself now easily produces 1,000-plus hp at the flywheel, and it does so reliably.

Currently, Blach is trying to solve a boost spike issue he's encountered during some of his dyno testing sessions, one that causes an inexplicable 4 to 5 psi drop and hasn't allowed him to test the car's full potential.

He discovered the problem through the AEM computer's datalogging capabilities, and hasn't yet found a solution.

"I've tried everything from changing the wastegate spring to changing boost controllers," he says. "I've not been able to test the car at full tilt, and have stayed away from really high boost, but in the next few months I hope to fix the problem and break my own record again." This time we may be talking more than 1,000 at the wheels. Greedy bastard.