HKS History and Products

HKS Motorsports History

Born from speed and performance, HKS is always active in motorsports and competition racing, including various professional drag racing series, JTCC, JGTC, Formula 3, D1 Grand Prix, Superbikes, and many others. No other aftermarket company comes close to what HKS has achieved. In 1974, HKS unveils the industry's first aftermarket turbo kit. 1983, HKS M300 Celica is the first Japanese Car to break the 300km/h record. In 1986, HKS enters the highly competitive Fuji Grand Championship and finished in 9th place. In 1988, HKS RX-7 Turbo II achieves 307.56km/h in the C/M class at the Bonneville Speed Trials. In 1990, HKS GRAD 70 SUPRA wins RRC Drag Racing Championship for 2 consecutive years. In 1992, HKS unveils the 300E V12 F1 spec racing engine.

In 1993, HKS R32 GT-R enters the JTC Group A series and achieves its first victory only two years later. In 1994, HKS Drag R32 GT-R wins the RRC Racing Championship for 2 consecutive years, and the same year HKS also unveils the 310E engine and enters the Japan Formula 3 Series; HKS Opel also enters JTCC Series and finished 1st in Round 1 and 4th Overall. In 1995, HKS T-002 (R33) achieves the fastest lap of 58.716" at Tsukuba Super Lap and again, the same year HKS Super Bike YZF enters the Suzuka 8 Hour Endurance Road Race. In 1996, HKS Drag 180SX wins the BE Drag Series for 2 consecutive years. In 1997, HKS T-002 (R33) achieves the fastest time of 17.64" at the Yatabe 0-300km'h Test Course. In 1998, HKS Drag Celica achieves fastest FF class time of 9.727" at Sendai Highland Raceway.

In 2000, HKS Racing Altezza, or the "Dream Monster Machine", achieves the fastest time of 55.853" at Tsukuba Circuit. In 2001, HKS launches the Drag Supra based on the 3UZ engine outputting 1400ps. In 2002, HKS CLK enters the JGTC GT500 series. In 2003, HKS Genki Hiper Silvia S15 enters the D1 Grand Prix. In 2004, HKS TRB-02 achieves the fastest lap time of 54.739" at Tsukuba Super Lap. In the same year, HKS Racing Performance IS220R enters the D1 Grand Prix. In 2006, HKS Racing Performer CT230R broke the fastest records at several circuits in Japan. In 2007, the same HKS Racing Performer CT230R broke the fastest records at not only the Japanese circuits, but USA's as well. In 2008, HKS celebrates their 35th anniversary, their technology and passion continues to live on.

Exhaust

All HKS exhaustsystems are designed with performance in mind as a priority. Each application is dyno tested and proven to maximize exhaust flow, minimize back pressure, thus increase horsepower, while at the same time increase durability over OEM exhaust. HKS offers wide variety of exhaust system, each has its own distinctive characteristics and you can be sure to find something that will suite your personal need and taste.

Hi-Power Exhaust - As name implies, HKS Hi-Power Exhaust is designed with maximizing horsepower in mind, using technologies and experience gathered in Japanese endurance and GT racing. Important features include race inspired offset muffler and piping design, application optimized piping size, and minimized bends for optimum exhaust path. Turbocharged cars will benefit from the increased flow and decreased backpressure, which results in faster turbo spool and higher power and torque output. Naturally aspirated cars will also benefit from high rpm output which Hi-Power Exhaust provides, as the level of tuning is increased. All HKS Hi-Power Exhaust are made from SUS304 stainless steel, muffler and tip assemblies. Certain applications come with inner silencer for decreased noise.

Carbon-Ti Exhaust - HKS Carbon-Ti Exhaust is a special version of the Hi-Power Exhaust. Similar to Hi-Power Exhaust, Special Edition HKS Carbon Titanium versions are also available for popular applications, which feature carbon fiber muffler shell, titanium tip, and polished SUS304 stainless steel piping.

Titanium Racing Muffler Exhaust - HKS developed this exhaust specifically for their racing Toyota Supra. Optimized for 800 to 1000 horsepower output, this exhaust features 102mm stainless steel piping and 170mm Titanium muffler assembly. The Titanium Racing Muffler is also 40% lighter than the regular HI-Power Muffler. This is HKS' highest flowing exhaust and is designed and intended for racing purpose; it comes with removable silencer when noise restriction is required.

Dragger Exhaust - HKS Dragger Exhaust is the first system that incorporates a seamless muffler shell, resulting in a very uniform stress distribution, and smoother construction. Each system is constructed from stainless steel piping for corrosion protection, and straight-through stainless steel muffler assembly with engraved logo and angle cut tip. HKS Dragger Exhaust has optimized piping size for each application so both power and torque can be optimized for turbocharged and naturally aspirated cars.

Dragger II Exhaust - HKS Dragger II Exhaust is the evolution of the original HKS Super Dragger Exhaust. The new HKS Dragger II Exhaust has a slim-line muffler for added ground clearance and optional silencer for noise suppression. Just like the Dragger Exhaust, each application has optimized piping size so both power and torque can be optimized for turbocharged and naturally aspirated cars.

Turbo Exhaust - HKS Turbo Exhaust is designed for vehicles that are turbocharged from the factory and already feature high power output. These high power turbocharged vehicles needed a bigger exhaust piping and lower back pressure, so HKS uses straight through muffler, and optimized exhaust path for these applications. Benefits include boost pressure gain, faster boost response, faster turbo spool, decreased turbo lag, and higher power and torque output. Expect an average gains of 10-25 horsepower on a stock engine, and much higher on a modified engine.

Legamax Exhaust - Legamax Exhaust was designed for both torque and horsepower optimization, creating a wider power band and higher peak outputs. To do so, each application is designed with different exhaust piping size, different muffler design, and different exhaust path. Doing so allows the exhaust gas to maintain the velocity while increase the volume flow rate. All Legamax Exhausts are constructed from stainless steel for protection from corrosion and better durability.

Legamax Premium Exhaust - An upgraded version of the Legamax Exhaust, further increasing power band and peak output. Most HKS Legamax Premium Exhaust features titanium muffler tips. Please read the Legamax Exhaust section for details.

Sport Exhaust - Similar to Legamax Exhaust in design but for different applications, please read the Legamax Exhaust section for details.

Silent Hi-Power Exhaust - HKS Silent Hi-Power Exhaust is a modified version of the regular Hi-Power Exhaust. Modifications to the muffler and resonator allow for minimum decrease in exhaust flow but a much quieter exhaust tone. Perfect for enthusiasts seeking power gain but only wanting slight increase in exhaust noise over the factory system.

ES Wagon Exhaust - ES Wagon Exhaust is design for sport wagons. Featuring a stylish design yet having the ability to increase power output and create a very moderate exhaust tone.

Legal Exhaust - HKS Legal Exhaust is designed to meet, both emission and noise inspection guidelines, thus being perfectly road legal. Each system is designed to optimized the power output and features a sportier exhaust tone yet staying under the legal limit, perfect for tuners that want to stay road legal.

Superior Spec R Exhaust - HKS Superior Spec R Exhaust is the flagship exhaust system of HKS. Design with extensive R&D and featuring the bests of the HKS technologies. Each system features full titanium exhaust, which is both lightweight and extremely durable. Large diameter piping and optimized exhaust path allow for decreased back pressure, peak performance, and aggressive exhaust tone. Dual layer titanium tips give off that unique JDM appearance, while functional slits help suppress the noise.Expect ultimate performance, aggressive exhaust sound, and enhanced appearance from the HKS Superior Spec R Exhaust.

Universal Mufflers - HKS universal mufflers are available in different sizes for your custom exhaust. Each muffler features higher flow rate and sportier exhaust tone. HKS Universal Hi-Power Muffler are constructed using stainless steel while the Universal Hi-Power Ti Muffler features titanium tips, both are resistant to corrosion and very durable. HKS Universal Carbon Ti Muffler feature a carbon fiber muffler body and a Titanium Tip, while the HKS Universal Titanium Muffler is constructed using titanium, both are lightweight, strong, and have the ability to increase performance.

Downpipe / Up-Pipe - HKS design their downpipe and up-pipe with larger piping for increased flow, mandrel dents allows for increase exhaust velocity and smoother exhaust flow. Certain application will eliminates the stock catalytic converter which dramatically decreases exhaust back pressure. Stainless steel construction allows for high durability. All HKS Downpipe and Up-pipe are direct bolt on. Expect a much quicker turbo spool, higher boost pressure, decrease turbo lag, and higher power output.

Exhaust Accessories and Parts - HKS also offers other exhaust accessories and parts, such as the removable inner muffler silencer which offers an average of 7 dB in exhaust noise reduction. Bumper Protector and Superior Finishers can be installed above the exhaust tip on the rear bumper for added protection and style enhancement.

Intake

The most fundamental way to increase engine output is to increase the amount of air going in, and out of an engine. While car manufacturers design their intake system with cost, placement, minimum noise, and ease of filter change in mind as a priority, performance becomes an inferior idea. This often results in a very restrictive intake system which hurts both throttle response and power output. Installing HKS intake system is one of the easier and cost effective ways to solve these problems.

Super Mega Flow Reloaded Kits - The newly redesigned Super Mega Flow Reloaded intake system features many race proven and patented designs, including HKS Super Funnel Design, which improves debris filtration, but at the same time increases air flow. A new filter element is constructed from 3 layers of dry polyurethane foams each with different density. Unlike other oil based filter elements, the dry element will not contaminate the MAF sensors. The new Super Honeycomb frame allows for 30% more intake surface area compared to the old design, resulting in an improved throttle response. Other structural improvements include new streamline frames, plastic sealing ring, and aluminum backing plates. Most applications have CARB Exempt, making them road legal. Each kit comes with a Super Mega Flow air filter, MAF sensor adapter, and all the necessary mounting hardware.

Racing Suction Reloaded Kits - HKS also redesigned their Racing Suction Reloaded Kits. Sharing the same technology and design as the HKS Super Mega Flow Reloaded Kits, the HKS Racing Suction Reloaded Kits improve filtration and performance at the same time. Unlike the Super Mega Flow Reloaded Kits which use the dry polyurethane element, the Racing Suction Reloaded Kits use the wet 2 layer dual density polyurethane filter element, further improving airflow for the ultimate performance. Other new structural designs are the same as the HKS Super Mega Flow Reloaded Kits. Racing Suction Reloaded Kit also comes with aluminum suction pipe which replaces the factory pipe and further aids the air flow. Each kit comes with a Racing Suction air filter, MAF sensor adapter, aluminum suction pipe, and all the necessary mounting hardware.

Premium Suction Kits - HKS Developed the Premium Suction Kits for cars that come with a well engineered OEM air box. Instead of eliminating these high performance stock air boxes, HKS utilize them by only changing the stock piping and the intake filter. The result is an intake system that offers more flow and better filtration, but keeps the stock resonance and power band characteristics offered by the stock intake system. Each kit comes with a high performance HKS Super Hybrid Filter, aluminum suction pipes, and all the necessary mounting hardware.

Super Hybrid Filters - HKS designed the Super Hybrid Filters for customers who want to improve performance while keeping the stock intake system. HKS Super Hybrid Filters are a direct replacement for the OEM panel filters. The new filter element is constructed from 3 layers of dry polyurethane foams each with a different density. Unlike other oil based filter elements, the dry element will not contaminate the MAF sensors.

Intake Components - HKS also offer other intake components and accessories. Super Mega Flow SMF Mini Assembly and Super Mega Flow SMF Standard Assembly come in many different sizes for your custom intake systems. Replacement Filter Elements and SHF Replacement Filter are available for all the HKS intake kits. Other components include HKS Intake Reducer Pipe, HKS Air Flow Meter Adapter, and HKS Air Intake Funnel.

HKS History and Products

Toyota Supra

HKS History and Products

HKS History and Products
HKS History and Products

Toyota Supra

HKS History and Products

HKS History and Products

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Farooq's 1993 Toyota Supra

Farooq's 1993 Toyota Supra

Video Clips. Duration : 0.70 Mins.

Farooq's 1993 Toyota Supra
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Farooq's 1993 Toyota Supra

Farooq's 1993 Toyota Supra

Farooq's 1993 Toyota Supra



Farooq's 1993 Toyota Supra

HKS History and Products

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Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Japan, home to the most technologically advanced culture, has several of the largest automotive manufacturers in the world. High standards of quality control, reliability, affordability and efficient engineering have led Japanese manufacturers to be a dominate force in the global automotive market. In this article, a comparison will be made between Japan's modern engine-design methodology to use smaller-capacity, high revving, turbo charged engines, and that of America's tradition of using large-capacity, low-revving, naturally aspirated engines. Japan's most technologically advanced performance engine, the 2JZ-GTE, will be compared against America's newest high performance engine, the LS2. The 2JZ-GTE engine manufactured by Toyota is a 3 litre (2997 cc), dual overhead cams, inline 6 cylinder powered by two sequential turbos and found in the Supra. Manufactured by General Motors, the LS2 is a 6 litre (5967 cc), 8 cylinder (v-configuration) pushrod engine found in the Corvette.

When comparing performance engines, the main thing that matters is the amount of power and torque the engine produces, right? Err...well yes, and no. There are many factors to consider when comparing engines. However, first, let's take a side-by-side comparison of the power and torque figures for each engine. General Motors' LS2 puts out an impressive 400 horsepower at 6000rpm, and 530nm of torque at 4400rpm. Toyota's 2JZ-GTE makes a modest 320 horsepower at 5600rpm, and 440nm of torque at 3600rpm. From inspection of these figures, it looks like we have a clear winner. The LS2 makes more power and more torque, so why do I believe the 2JZ-GTE is a superior performance engine? An important factor rests on the size of the engine, the LS2 is exactly double the size of the 2JZ-GTE, yet the power and torque figures are not even 25% greater. Why the high level of inefficiency?

The problem with the LS2 is that the engine possesses several fundamental design flaws and relies on outdated technology. The LS2 is of a pushrod design, technically speaking, this means it is a type of piston engine that places the camshaft below the pistons and uses pushrods to actuate lifters or tappets above the cylinder head to actuate the valves. Pushrod engines are an old technology, which have largely been replaced by overhead cam designs in Europe and Japan.

Pushrod design is plagued with several problems. Firstly, pushrod engines suffer from a limited capacity to rev compared to overhead cam designs. This is due to their larger rotational mass, susceptibility to valve "float", and a tendency for the pushrods themselves to flex or snap at high rpm. The LS2's redline is at 6500rpm, compared to the 2JZ-GTE's higher 7200rpm redline. Secondly, pushrod engines have limited valve flexibility. Most pushrod engines only have two valves per cylinder (such as the LS2). Overhead cam engines, however, often use three, four or even five valves per cylinder to achieve greater efficiency and power. The 2JZ-GTE has four valves per cylinder, making a total of 24 valves for the engine. The LS2, with its two valves per cylinder, has a total of 16 valves for the engine.

In the form of twin sequential turbo chargers perhaps the biggest innovative feature of the 2JZ-GTE compared to the LS2 is its use of forced induction. Due to the 2JZ-GTE having a low compression ratio, it allows turbo chargers to be run. A turbo charger is a device that compresses the air flowing into the engine. The advantage of compressing the air is that it lets the engine squeeze more air into a cylinder, and more air means that more fuel can be added. Therefore, you get more power from each explosion in each cylinder. Turbo charging is perhaps the most efficient way to get power out of an engine - both small and large.

By using turbo chargers on smaller capacity engines Japan has been able to create extremely light, high-revving engines that are easily modified and have excellent fuel economy. Simple modifications on turbo cars allow for huge performance gains, especially in comparison to naturally aspirated engines. As an example, the 2JZ-GTE with an aftermarket exhaust, front mount intercooler and running a higher boost setting puts out significantly more power than the LS2. If one spends more money, the gains can be enormous. To extract power from a naturally aspirated engine is significantly more work. Firstly, if you are chasing big power, you really need to open the engine and do internal modifications for extra power, unlike a turbo engine that can be modified effortlessly, without opening up the engine. Power is often extracted from naturally aspirated engines by modifying the camshafts and doing work to the head of the engine. These modifications are both expensive and significantly alter the 'street friendliness' of your car. That is, produce a rough idle, have a tendency to stall and poor fuel economy.

With all the praise I have been giving the 2JZ-GTE it may seem that the LS2 engine is a poor performance engine. This is certainly not the case, one only needs to look at the stock power figures to realise that straight out of the car dealership this engine is seriously fast, with neck-snapping torque. Its design may be old-fashioned and its fuel economy poor but there is no doubt about it. If you are after the V8 rumble many Australians long after, then you will definitely be happy with the LS2. The LS2 is very 'street friendly' with 90% of its torque available just off idle. This equates to effortless towing, overtaking and a pure adrenalin rush every time you tap the throttle. Furthermore, the LS2 does have some advantages over the more advanced 2JZ-GTE engine. The LS2 is a far less complex engine, and as such, when something goes wrong it is much easier to identify the cause and solve the problem. More so, because the LS2 is naturally aspirated (unlike the 2JZ-GTE) there is far less stress placed on the internal components of the engine and thus, you would expect a longer engine life than the 2JZ-GTE.

Currently with fuel prices reaching an all time high, it is important to make sure your engine has the optimum balance between performance and fuel economy. Yet again the 2JZ-GTE outperforms the LS2. This is due to the capacity of the engine, with the Toyota being 3 litres and the GM engine being 6 litres in capacity. With exactly twice the displacement, unsurprisingly the LS2 uses more petrol. However, this is not by any means saying the 2JZ-GTE has good fuel economy. Unfortunately, power does come at a cost and both engines discussed are not economical.

The 2JZ-GTE has numerous features of intelligent design, which contribute to its strength and robustness as a motor. Two of its most advanced features are the use of sequential turbos and VVT. VVT stands for Variable Valve Timing and it is an advanced technology in overhead cam engines where, a mechanical device is used to swap over between a 'small' cam for low and medium revs and a 'big' cam for high revs. This allows good drivability at low revs and excellent high-powered acceleration at high revs. However, the 2JZ-GTE's prime feat of engineering is its use of sequential turbos. Having twin turbo chargers allows a small primary turbocharger to spool up early and give excellent boost response at low revs and then a secondary turbocharger to be phased in further up in the rev range for incredible top-end power. By having this setup, it allowed Toyota to create an engine with phenomenal response anywhere in the rev range and also leave the way open for serious modification potential.

To conclude, size definitely does not matter as far as performance car engines are concerned. Japanese performance engines are using new technologies such as turbo charging and VVT to obtain phenomenal power and torque figures similar to that of engines double their size. The 2JZ-GTE from a technical and engineering design perspective is far superior in every aspect than the outdated technology featured in the LS2.

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota Supra

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?
Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota Supra

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

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EVO VIII vs Supra

EVO VIII vs Supra

Tube. Duration : 0.35 Mins.

EVO VIII vs Supra
584WHP HX40 EVO / Unknown mods on supra - im guessing bolt ons only.
EVO VIII vs Supra

EVO VIII vs Supra

EVO VIII vs Supra





EVO VIII vs Supra

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

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Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?
Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?



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Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

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Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

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Toyota's 2JZ-GTE Versus General Motor's LS2 - Which is the Better Engine?

Toyota Supra tuning

Toyota Supra tuning

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Toyota Supra tuning
Very nice Toyota Supra slide show :)
Toyota Supra tuning

Toyota Supra tuning

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Toyota Supra tuning

Learn To Calculate Time Of Death

Become a pathologist and Forensic Scientist when someone has passed before your eyes and there is no time to waste for these agents to arrive. Here are the basic steps.

Take the Rectal Temperature

1. Starting from a normal temperature of 98.4 degrees F, a fresh corpse chills at the rate of about one and a half degrees an hour, until it reaches the temperature of the environment. The skin gets colder about three times faster than the body's core but, if the person is lying on an electric blanket, or has fallen through ice, things are going to vary a bit--obviously.

Wiggle the Limes Around

2. Owing to chemical changes in the muscles, a body starts to become rigid about three hours after death. This is called rigor mortis. A high ambient temperature speeds the process and a low are slows it. This stiffening begins in the eyelids, working its way down the face and body, with the stiff becoming fully stiff in about 12 hours. Between 10 and 48 hours later, things start to go floppy again.

What's Underneath?

3. As soon as a person's heart stops beating, gravitation causes the blood to drain downward and settle (hypostasis). The parts of the body where this blood is now resting go dark blue and splotchy, taking on the appearance of bruises. After 5-6 hours, the skin will be blue all over but will go white if you push it with your finger. If it stays blue, the body has probably been dead for at least 10 hours. Non-blue patches will now be present where the body is touching the ground. If it has been moved after death, revealing discrepancies will be visible.

The eyes have it first

4. Signs of death appear in the eyes in just a few minutes. The whites go a sort of grey color and the cornea acquires a "film." After two hours or more the cornea becomes cloudy, and within a couple of days is generally opaque. These signs are a useful guide to undertakers, who like to check that the person they are about to put in a coffin, is actually dead.

Examine the Stomach Contents

5. How? Use a siphon. It takes between one and a half and six hours for a meal to be processed by the stomach. A cheese sandwich is in and out quicker than am five course meal with half a bottle of wine, chocolate mouse, and an after dinner drinks.

Creepy-crawlies come out

6. Within three days your cadaver will probably be host to the excited larvae of insects, unless you're a fruitarian or vegan. Flies lay eggs in the body's openings and they hatch quickly, sometimes in less than a day. The process continues over a couple pf weeks, with maggots getting progressively bigger. They are fat-eaters and there's no shortage of food. Notice a cooked chicken covered for days and see worms come out.

After five or six days, skin begins blistering and slipping off the hands like gloves. Within three weeks or so, tissues begin to soften, things start to go bang inside, and fingernails fall off. It takes about a month for liquefaction to take hold with the eyes "melting" and the features of the face becoming unrecognizable. Autolysis (cellular self-eating) is now well under way.

Learn To Calculate Time Of Death

Toyota Supra

Learn To Calculate Time Of Death

Learn To Calculate Time Of Death
Learn To Calculate Time Of Death

Toyota Supra

Learn To Calculate Time Of Death

Learn To Calculate Time Of Death

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ABM Supra 1500+ WHP ALL BOOST Dyno

ABM Supra 1500+ WHP ALL BOOST Dyno

Tube. Duration : 1.23 Mins.

ABM Supra 1500+ WHP ALL BOOST Dyno
Autobanh Motorsports Supra dynoed 1500+ WHP at 40Psi
ABM Supra 1500+ WHP ALL BOOST Dyno

ABM Supra 1500+ WHP ALL BOOST Dyno

ABM Supra 1500+ WHP ALL BOOST Dyno





ABM Supra 1500+ WHP ALL BOOST Dyno

Learn To Calculate Time Of Death

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Learn To Calculate Time Of Death

Learn To Calculate Time Of Death
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Vicious Supra Build - 1100 Horsepower (MVP Motorsports)

Vicious Supra Build - 1100 Horsepower (MVP Motorsports)

Video Clips. Duration : 2.90 Mins.

Vicious Supra Build - 1100 Horsepower (MVP Motorsports)
Filming- Driving and focus scenes: Matt Farah, Tom Morningstar, Walk around and engine: Aleksandr Heit Editing: Enrique Munoz Mod List: Interior Sparco Pedals MVP Polished shift Kob Dash: TTC Gauge Bezels TTC Shifter Bezel TTC AC Dial Bezels Line-lock Switch on Dash Electric Cutout Switch in Glovebox LED and Sony LCD switches in Glovebox Reverse EL Glow Cluster Gauges Defi Oil pressure, Fuel Pressure, and EGT gauge GReddy Turbo Timer GReddy Profec B Spec-II Boost Controller Discontinued TRD Steering Wheel Seats and Safety: Sparco Monza Seats Reupholstered in Italian Leather with Titanium Stitching Custom 6 Point Roll-Cage with Removable Swing-out Bars 5-point Corbeau racing harnesses Rear Seat Delete with Nitrous Bottles and Amp Rack Reupholstered and recovered door panels Custom upholstered sound system Audio/Video: JVC Double-Din Head Unit 6.5" JBL GTO Speakers custom mounted in doors 6.5"Alpine Type R speakers mounted in rear Rockford Fosgate Amplifiers Rockford Fosgate Capacitor JL audio Subwoofers Custom Laser Cut Plexiglass JL audio symbol with red LED Sony LCD screens Exterior Body Kit: Whifbitz Front Bumper imported from the United Kingdom with shaved vents Custom Bomex Side Skirts molded in Seibon Top secret Carbon Fiber Hood Trial Rear Bumper custom Do-luck widebody rear Ridox Varis front fenders Clear turn signals Stock headlights swapped for euro glass headlights with HIDs 1993 style swapped out for 1998 style and bulbs. Braking components: Stoptech Slotted ...
Vicious Supra Build - 1100 Horsepower (MVP Motorsports)

Vicious Supra Build - 1100 Horsepower (MVP Motorsports)

Vicious Supra Build - 1100 Horsepower (MVP Motorsports)

Vicious Supra Build - 1100 Horsepower (MVP Motorsports)