9.77 @ 133 mph
The evolutionary process has to begin somewhere. Natural selection dictates that to evolve, a given entity must show it deserves to take the next step. Therefore, the advancement experienced by each generation can be viewed as gifts from its predecessors. In the world of performance cars, the JZA80, the ultimate state of Supra evolution, has a debt to pay to its forebearers, namely the 1986 to 1992 7M-GTE-powered editions and the 1985-and-before 5M-GE-motivated models. Anyone who doubts the power of a good lineage should look to Russ Matusevich's 1985 Quick Class Supra and be enlightened. The 1985 models represent the first step in the progression of the species, as this was the era that first introduced the Supra to the power of the turbocharger. To put it into perspective, electronic fuel injection was an emerging OE technology in 1985.
The 5M-GE is a stout, six-cylinder engine and has always welcomed more power. R&D Dyno of Gardena, Calif. gave Matusevich's motor more displacement by running a 91mm stroke instead of the stock 86mm stroke. This punched out the engine from 2.7 liters to 3.0 liters. The custom Advanced Engine Management (AEM) rods that add the inches swing from a stock crankshaft and are home to Arias 8.0:1 compression pistons. The short block was topped with a ported-and-polished head fitted with stock-spec valves. The DOHC valvetrain is under the direction of 500/272 Gude bumpsticks outfitted with AEM Tru Time adjustable cam gears for fine tuning the power curve.
The induction side of the performance equation is dominated by a secret spec T-Series turbo from Innovative Turbo Systems. The turbo, regulated to 26 psi via an HKS wastegate, moves air through a Spearco air-to-air intercooler and into the engine by way of an AEM intake and AEM throttle body.
With nearly 2 Bar of boost at the ready, the 5M-GE has a high demand for fuel. A staged fuel injection setup keeps the engine operating at optimum air/fuel ratios. A Bosch high-flow pump and 2 3/8-inch lines feed six primary 730cc injectors positioned in the stock fuel rails. An additional half dozen 730s are located in the lower portion of the intake manifold. An AEM regulator dictates flow to and from the system. Ultimate control is handled by an Electromotive TEC-II engine management system. The system is laptop programmable and oversees both the fuel and ignition curves of the 5M-GE. For more detail on this tried-and-proven system, see the accompanying sidebar. For spark, the Electromotive system includes direct fire coils to ensure maximum spark energy as cylinder pressures rise. The in-line six is powered by Denso Iridium plugs. Once combustion has occurred, spent gases exit through a big 3.5-inch custom downpipe and 3.5-inch exhaust system muffled by a Dynomax can. When the track can take the abuse, Matusevich has a 110-horse Nitrous Oxide Systems (NOS) direct-port system, armed and primed.