Finally, more than a year after first agreeing to do another article, all parties involved met up on March 31, 2004 to take the accompanying pictures. Ken's custom-offset, forged Work Meister S2Rs were spec'd by Harry Hayashi and Tim Chinn of HRS Enterprises specifically to fit within the confines of the Do-Luck kit's front blister fenders, rear overfenders and clear the Brembo four-piston calipers. With custom one-of-a-kind features, such as four-piston calipers and 14-inch rotors at each corner, custom intercooler cover and airbox tin work, a TEIN RA coil-over suspension system, with pillow mounts, TRD and Cusco front and rear tower bars, supplemented by a Do-Luck rear cross brace and Do-Luck floor support bars, the car is equipped to handle the power it produces and this is where we should ride off into the sunset. Wait, there's more!

About a week after the studio session, SP Engineering received the first HKS 3.4-liter stroker kit to land on American shores. Consisting of a new, forged, nickel-plated, HKS long-throw crankshaft (stroke is increased from 86mm to 94mm), stout H-beam connecting rods and forged, nickel-plated, HKS 87mm pistons, (one millimeter larger in diameter than stock) this kit increases displacement of the square OEM 86mm x 86mm motor from 2997 cubic centimeters to 3352 cubic centimeters (rounded up to 3.4L). The kit was originally slated for the infamous SP Engineering Supra-7, but ...

Ken and Alex had been conducting on-again off-again informal discussions about the GReddy turbos being tapped out at 801 whp and whether they should stand pat and enjoy their handiwork or launch another project. Both say the decision to stand pat was virtually made until the day the HKS stroker kit arrived. In addition to all the work involved, the bigger problem was the GReddy turbos were maxed at 801. The bigger displacement motor would only exacerbate the issue and these guys had enough experience blowing the earlier turbos to know they did not want a repeat performance.

After more discussion, the decision was made to go with new turbos; a never before used combination-twin HKS GT 3240s. These dual ball-bearing turbos have an .87 A/R and are rated by HKS as capable of producing 580 hp each. By this time SP Engineering Chief Technician Jason Reinholdt was busting knuckles putting the engine back together but like airliners in well-orchestrated flight patterns everything came together seamlessly.

After a detailed engine break-in regime it was time to tune. Again with deadlines looming the roller was put in motion. With boost set to 1.3 bar via the wastegate spring pressure, timing was adjusted and fuel added and the crew coaxed 774 whp from the 2JZ on C-16 race gas. When the HKS boost controller was brought online a hiccup developed as the rush of boost hit at about 1.5 Bar, boost pressure was wavering. SP elected to call it a night and the next day the problem was traced to how the vacuum lines were configured and plumbed into the wastegates.

Back on the dyno, Jason, Alex and technician Hiro Kondo made some "no-sampling" runs to ensure the boost was flowing smoothly. The climb for 1000 whp was in full swing, as Alex trimmed the timing and adjusted the fuel...1.58 bar = 818 whp, 1.85 bar netted 952 whp and at 2.0 bar the Supra spit out 1013 whp.

Alex had attained a life- long goal 1000-all-turbo whp from a street Supra. He could not say enough about the HKS F-CON V Pro. "'The Bomb' is not a term you want to use too much when pushing an engine this far, but the HKS F-CON V Pro is awesome engineering. It is user friendly and hyper accurate. If you know what you want from it, you can get there. If you know you need 2 degrees less timing at 5750 rpm you get 2 degrees less timing at 5750. It is precision on this minute of a scale that made it possible to maximize the potential of Ken's stroker motor."

Boost was raised to 2.18 bar, where the 2JZ generated 1031 whp and the SP crew found itself not short of boost, not short of nerve, but short of gas. The 1000cc injectors were done. This was on a Thursday. By Friday morning plans to add a pair of secondary 1000cc injectors were in the works and we were looking to push our Monday drop-dead deadline to the limit. Alex was again relying on the strength of the F-CON V Pro. "We are using the F-CON V Pro to drive all eight injectors in real time. That gives us 1333cc per cylinder. Updating the tuning for eight injectors is easy with the F-CON V Pro. Going the full-time route means we do not have to decide where to bring the secondaries online and it allows us to go easier, from a duty cycle standpoint, on the injectors."

After a weekend of thrashing, Ken's black beauty was once again poised in the dyno cell. After warm-up runs, the tranny wouldn't shift. We offered up Turbo's Project SCerious' gearbox but a $2.50 flywheel bolt was the culprit. With the bolt replaced power quickly jumped to 1076.0 whp and torque climbed to 787.6 lb-ft. Then the engine was de-tuned to run on 104-octane street gas and Ken has a "measly" 849 whp to play with on the road.

We think Ken is D-O-N-E, done; but we thought the same thing when he was making 801 whp. This time around, however, there isn't anything more he can possibly do to the Supra, save splicing in an all-wheel-drive powertrain ... Ehhh, forget we said that, Ken.