The 2JZ-GTTE cylinder head was also sent to Adam Dahl to have larger valve seats installed. This required machining out the old seats and then having the new seats pressed in to accommodate the 1mm oversized valves. With the new seats in place Ben Waage from Virtual Works ported and polished the intake and exhaust runners for increased flow. Special attention was paid to the bowl area of the runners for optimum airflow.

Once the head was ported Dana Westover took over in assembling the 24 Ferrea valves and Crower heavy-duty springs and titanium retainers onto the 2JZ head. HKS 272-degree bumpsticks complete the valve train assembly.

Engine compression comes by the way of a Precision 74S turbocharger mounted on a Virtual Works tubular manifold. Exhaust gases exit the rear of the SC via a four-inch exhaust system before splitting into two 3.5-inch Burns stainless steel canisters custom built by VWR. This SC's exhaust can looks pretty small but it is damn loud. When the car isn't moving it appears almost stock but when it takes off it let's out an earth-shattering throaty scream.

On the compressor side, the turbocharger pumps compressed air into a custom Virtual Works Racing front-mount intercooler. Once chilled, the four-inch I/C piping directs the charge air into a 90mm Accufab throttle body connected to a Virtual Works Racing intake manifold. The compressed air is combined with high-octane fuel from the 1000cc Precision injectors.

Fueling the fire are dual Walboro 255lph fuel pumps supplying enough flow to fill a good-sized bathtub in a matter of minutes. From the tank, dual -8 stainless steel hoses prime the Virtual Works fuel rail that is regulated by a Walboro regulator. Igniting the compressed mixture is an AEM CDi ignition box controlled by an AEM EMS. Analyzing the air/fuel mixture to ensure maximum output is an AEM UEGO 02 sensor relaying information to the EMS box.

Not afraid of getting his hands dirty, Michael rolled up his sleeves and set up the suspension himself. He selected front and rear H&R shocks and coil springs to bring the SC closer to the tarmac.

Borrowed from a Supra twin turbo are front brake calipers equipped with TRD pads. Stopping power is further aided by Goodrich brake lines and Motul 600 brake fluid.

Enclosing the brakes are 19-inch iForged Aero wheels running 9.5-inches wide up front and a fat 10-inches in the rear. Michael opted to go with two different brands of tires for the front and rear. With the front of the SC running 255/35 Michelin PS2 while the rears are 285/35 Pirelli Corsa Rossa gumballs.

Last but not least, Michael is held snug during his racing by a RaceTech 4009 WHR bucket seat and harness. We can personally confirm that this race seat and harness are needed as Michael appears to engage in numerous road battles.

On the way to the photo shoot he blew away a turbocharged 240SX on a freeway entrance ramp. Then while at the photo shoot a Yamaha R6 then came up whom Mike had previously beat on a freeway race. Apparently the sport-bike rider recognized his purple opponent and stopped to congratulate Michael on a good race.

You know you have one hell of a car when your losing opponent actually gives you props for how badly you blew him away. But then again, Michael doesn't actually race-didn't you see his license plate? His car "gos slo."

With all that being said and done, what was once conceived as a poor man's Supra actually turned into a really nice car - both in terms of appearance and performance. Michael would like to thank the following people: Dana Westover and Ben Waage from Virtual Works, Roland Graef from H&R Springs, Brian Oleshack from RaceTech Seats North America, and Vincent Wong from iForged.

Advanced Clutch Technology H&R (Springs)
Iforged (Wheels)
Arias (Pistons) Race Tech (Seats)
Crower (Rods) Virtual Works Racing
HKS (Cams)