When competitors from across the nation amass at one venue to do battle, the performances are bound to be spectacular. Any other time of the year, witnessing a car producing over 1,000 horsepower is a rarity. However, in mid-March when performance enthusiasts congregate in Houston, Texas, multiple cars with quadruple-digit power levels rock the Lone Star state. At the TX2K9 Supra Nationals event, Richard Homer of Majestic Motorsports & Fabrication (MMF) presented a machine to be marveled. By delivering 1450 horsepower to the rollers, the MMF Supra bowed to only one other car attending the TX2K9 event.

One Man's Loss is Another's Gain

In 2006, this Supra was brought into MMF for some repairs. After examining the Supra, Richard concluded that the turbos needed rebuilding and the engine was beyond saving. After informing the customer about the necessary repair and maintenance, the owner ultimately decided to cut his losses and sold the car to Richard. The Supra initially sat in isolation for almost a year before work began. While the JZA80 chassis and body were undamaged, virtually every component bolted to the chassis needed to be repaired or replaced. Once the vehicle was up and running, Richard decided to build a Supra that pushes the envelope of streetable performance.

Remember the Titans

While the factory 2JZ-GTE engine is incredibly strong and reliable, reaching for quadruple-digit horsepower required an even stronger foundation. Richard purchased a Titan Motorsports (TM) longblock to eliminate the guesswork. This assembly includes 87mm forged-aluminum CP pistons, Carrillo H-beam connecting rods and a BC Brian Crower billet stroker (+8mm) crankshaft. To defend against "crank walk," TM billet main caps are also used on the TM longblock. Besides offering superior strength, the stroked and poked longblock also adds 355ccs of displacement, bringing total displacement to 3,353cc (a.k.a. 3.4-liters).

Of course, Titan Motorsports doesn't leave the factory 2JZ-GTE alone. Titan Motorsports subjects a brand-new cylinder head to a CNC-porting process before +2mm Ferrea valves, titanium retainers and dual valve springs are installed. These valvetrain upgrades along with the HKS?280-degree camshafts allow the engine to reach 9,500 RPMs without valve float. The head and cam improvements maximize airflow into and out of the combustion chambers to maximize horsepower at a given boost level. To keep the engine together at extraordinary boost levels, the longblock relies upon a multi-layer-steel Cometic head gasket and ARP 1/2-inch L19-alloy head studs. The combination of a larger-diameter stud and stronger material results in a 55.5-percent increase in clamping force over the stock fasteners. The complete TM longblock assembly increases displacement, maximizes volumetric efficiency and provides superior durability; three assets necessary for producing big power reliably.

I'll Take Your Biggest Turbo Available...Please.

Aspiring for the greatest possible power requires an immense amount of airflow. A Garrett GT5591R dual-ball bearing turbocharger mounts to the engine by way of a Full Race exhaust manifold. As the largest ball-bearing turbo offered by Garrett, the GT5591R was the obvious choice for Richard. With boost pressure and flow capabilities that support up to 1,800 horsepower, this turbocharger was the ideal complement for the TM longblock. To control boost pressure at the intake manifold, a pair of TiAL Sport 44mm wastegates provide plenty of waste gas capability. When these wastegates are closed, exhaust gasses spool the turbine then exit via a Full Race 5-inch downpipe. At peak boost, the turbine enables the compressor to generate a massive 42 psi of pressure at the intake manifold. Richard fabricated custom piping, linking the compressor outlet to a Precision Turbo & Engine (PT&E) T6 intercooler. Once the intercooler rejects heat from the charge air, the chilled flow enters a Hypertune 100mm throttle body mated to a Hypertune intake manifold.

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