The protocol's changed little. Got an S13 or S14 240? Bet an SR20's somewhere in the picture. How 'bout an EG Civic? Chances are good you won't find a single-cam D-series here. Or perhaps SC300s are your thing. Turbocharged 2JZs fit nicely in cases like these. Protocol is oft overrated.

Rejecting the status quo can leave little to desire. The fact is one can do a whole lot worse than KA24DEs, D16A Civic engines or non-turbocharged 2JZs. And if one were to take such an engine as, say, a non-turbocharged 2JZ-GE, taking cues from the likes of Kirby Wang's '92 SC300, who's to say protocol can't be rewritten?

Generally speaking, first-generation SC300s aren't exactly rare; five-speed ones, on the other hand, are. And since a four-speed or more expensive five-speed, yet hardly better, automatic didn't fit into the scheme of things for Kirby, the final purchase consisted of months worth of waiting and a several-hundred-mile drive when it came time to take delivery. It's unlikely most would quibble over such things though, considering finding the perfect chassis to start with only makes later improvements all the easier. The SC300 purchase meant Kirby could now fit the predictably predictable puzzle pieces together-find a wrecking yard 2JZ-GTE and bolt that twin-turbocharged sucker into place. But that just isn't how the story goes.

The dilemma was as follows: spend beaucoup bucks sourcing and installing a twin-turbo 2JZ underhood or make due with its non-turbo counterpart, which, of course, was already right under Kirby's nose. Skipping such an engine swap meant turbo 2JZ funds could be allocated elsewhere, like outfitting the once naturally aspirated 2JZ-GE Kirby's way-a way in which revolved around a single turbocharger, 20 pounds of boost and 450-plus whp. Kirby's rationale? His 2JZ had relatively low miles and, simply put, he wanted to see what he could coax out of it. Such power figures are generated with the help of a slightly altered Boost Logic turbo kit. The kit's based off of a dual ball bearing T67 turbocharger but is augmented with a slightly larger Skyline intercooler sourced from XS Engineering. Boost Logic's SC300 and naturally aspirated Supra MKIV turbo kit consists of a stainless steel, tubular exhaust manifold with 1 51/48-inch primaries and a footprint sized to fit turbochargers as large as the T76. An HKS 40mm external wastegate and a series of downpipes, midpipes, intake pipes and intercooler plumbing-all polished-is also included. After bolting in the supplied Walbro fuel pump, Kirby could have called it a day. He didn't.

As good as the Boost Logic Stage I turbo kit is, Kirby and the Lexus specialists at Dynamic Auto made it better. They took hints from the company's Stage II kit, installing a thicker 2.5mm headgasket paired with ARP head studs and larger 550cc/min fuel injectors that pressurize the rail with the help of an HKS fuel pressure regulator. Internals were left alone, with the bulk of hard labor-aside from pulling the head-consisting of a Power Enterprise timing belt install and ACT clutch upgrade. The rest of the now-turbo 2JZ's modifications read like an advertisement straight from the Blitz marketing guys' mouths; Blitz paraphernalia includes the company's blow-off valve and air filter, Nr-Spec exhaust and a host of electronics including an SBC I-D III boost controller, meters and gauges galore as well as a FATT DC IV turbo timer. Stones are all unturned and temperatures cooled down with the help of a GReddy oil cooler and that, friends, is just what's under the hood.