Everybody loves the year end period. You get Christmas with all the beautiful Santarina’s and a few days later it’s a new year and nobody rings that in without some sort of partying. So although this issue has hit the stands a little past these two merry celebrations, consider this our New Year’s gift to you, a triple feature of TRD’s finest in the region courtesy of the great guys over at Wing Hin Motorsports.
It’s not often you get a triple feature here but this one probably leads the way in terms of outright awesomeness, even the cover shot just oozes so much win that it might spill on you if you hold up the magazine too long.
The trio of cars each fly the Toyota flag in a different genre of racing with the former Denso-Sard JTCC Supra leading the way. Flanking the icon of Japanese touring car racing are a pair of Altezzas that though similar in appearance, are nothing alike under the skin with one prepped for Super Taikyu duty and the other built to annihilate tyres with drifting.
Denso-Sard JTCC Supra
There’s absolutely no chance of us saving the best for last here, the Supra is the star of the show and rightly so will lead the charge. The first time you lay your eyes on this beast is just like meeting Chuck Norris for the first time, the cocktail of emotions surging through your body is a mix of pure awe and downright terror that it might just run you over if you so much as exhale wrongly in its direction.
Wing Hin only got the body in the deal as TRD always holds onto the engine and transmission, you know the drill, they need to protect their trade secrets. Nonetheless, TRD did release some general info on the powertrain used. It’s common knowledge that this Supra, or to go by its full title, Denso-Sard Supra GT, was in fact powered by the four-banger 3S-GTE instead of the straight six 2JZ-GTE it came from the factory with.
There are a number of reasons for this, chief of which is that TRD focused more on this engine in their race program than any other mill. Furthermore, TRD could achieve the target power figure with the lighter 3S. Add in the fact that it could sit closer to the firewall for a front mid-engined layout to centralize the weight and that TRD could run more boost with the smaller displacement, the 3S was a natural choice.
It keeps the stock displacement of two liters and makes over 480hp and 637Nm of torque with a 43mm restrictor. Sending the power to the rear wheels is a Hewland six-speed sequential transmission with an AP triple plate racing clutch. The braking department sees massive AP Racing calipers clamping down hard on large ventilated rotors at all four corners. Covering those brakes are lightweight Rays wheels measuring an enormous 19×13” in the front and a slightly smaller 18×13” at the rear with sticky Bridgestone slicks wrapped around them.
Handling wise, chassis stiffening bars thicker than tree trunks are placed all over while the front and rear both utilize double-wishbone suspension setups. Carbon fiber sheets are used in certain spots to stiffen up the chassis, especially on the interior.
The extensive use of carbon fiber keeps weight down to 1,100kg. All exterior panels, underbody trays and interior bits are made from the magical weaved material. The attention to detail in keeping the weight down borders the absurd with even the pedals on the pedal box cut out from carbon fiber plates. Keeping the weight down is one thing, balancing it is equally important. To do that, the driver sits a little behind compared to a road-going car. Fittingly, the dash, naturally constructed from carbon fiber, is pushed back with the steering and pedals as well.
All that’s left now is for Wing Hin to drop in a built 3S or 2JZ into the engine bay and fire this beast back to life. There’s really nothing that would make us here happier than to see this legend of JTCC move around under its own motivation.
TRD Super Taikyu Altezza
Just like most identical twins, the pair of Altezzas look almost identical on the exterior but are worlds apart under the sheet metal. We’ll start with the Super Taikyu Altezza. This one was campaigned by TRD in the Super Taikyu series in Japan and has since been retired.
Sitting under the hood is a TRD-prepped 3S-GE mill built to specification for Super Taikyu racing. That’s right, it’s all naturally-aspirated for this car. The head was prepped by TRD and now has a bombproof valvetrain consisting of TRD 280-degree cams, TRD valve springs and TRD cam pulleys. All of that is attached to an equally well-prepared block by TRD filled with TRD 86mm endurance-spec pistons that rotate courtesy of a TRD crankshaft.
Fueling is handled by a set of Sard 530cc injectors that receive their feed of fuel through a TRD fuel rail that is connected to an external Bosch 044 fuel pump feeding off a custom ATL 100-liter carbon fuel cell. A Denso fuel regulator keeps fuel pressure constant.
Engine durability is key in Super Taikyu endurance racing and keeping the internals lubricated is key to finishing the race. A TRD oversize oil pan ensures a constant feed of oil to the oil pump and a TRD oil cooler keeps the oil at an optimum temperature. Engine block temperatures are kept in check with a TRD triple-layer aluminium radiator.
Air induction is the responsibility of a four throttle setup that gets the supply from a gorgeous TRD carbon fiber air-box. Spent gases are shown the exit via a TRD extractor and a TRD complete racing exhaust system.
Monitoring all the engine’s vital parameters are a slew of Motec’s finest. An M400 ECU is aided by a Motec knock sensor and Motec GPS. The driver is kept in the loop by a Motec SDL dash logger and is informed of impending redlines by a Motec shift light. Communication with the pit crew is vital to coordinate pit stops and a Motorola racing radio system keeps the driver and crew in contact at all times.
On the transmission side, a TRD racing close-ratio transmission gives acceleration priority while a 5.5-inch twin-plate racing clutch connects the engine to the gearbox. Limiting wheelspin at the rear is a TRD differential that has a TRD differential cooler kit to keep the oil from overheating. The gearbox also comes with a cooler to keep the gears from shredding themselves to shavings. In the cockpit, a TRD short-shifter keeps gear throws short and saves milliseconds for the driver.
The shell of the car received the full spot-welding treatment from TRD to keep it as stiff as possible. An FIA-approved roll-cage was welded in as well to meet safety requirements. The most important piece of the handling puzzle is a Tom’s racing suspension custom built for the car.
Bringing this beast to a halt are a combination of the best names in braking. Brembo F50 calipers clamp down on slotted and ventilated Endless 340mm rotors up front while at the rear are a pair of Brembo twin-pot calipers mated with Project Mu rotors. The brake pads are endurance racing items supplied by Endless. The car rolls on Kosei lightweight racing wheels measuring 17×8 all-around wrapped in Michelin S8C slick racing rubbers.
Exterior wise, only a TRD bodykit and custom carbon fiber GT wing are added to give it some functionality with a dash of form. The inside is typical racecar fare being completely stripped save for the dash shell, a Bride full-bucket seat for the driver and a TRD gear knob. As per regulation, a fire suppression system is hooked up just in case something goes wrong.
TRD Drift-spec Altezza
Last but in no way the least is the TRD drift-spec Altezza. This car probably has the most exciting life of the trio, spending the better part of its road time with the back kicked, shredding those rear tyres and producing more smoke than a forest fire.
As we mentioned, the pair of Altezzas couldn’t be more different and while the Super Taikyu version was powered by a four-cylinder NA motor, this drift monster makes mincemeat of those rear rubbers with a turbocharged straight-six slinger.
Sitting under the hood is a 2JZ-GTE that features a single turbo conversion for high horsepower. The stock twin-turbo setup was ditched in favour of a large single K27 turbo. Compressed air is cooled by being flowed through a GReddy intercooler via aluminium piping sealed with Samco silicone hoses before moving into the GReddy intake manifold by way of a larger 80mm throttle body.
A pair of Tial 38mm wastegates keep boost pressure stable while a GReddy Type-R blow-off valve prevents potentially damaging compressor surge in the intake tract between the throttle body and turbo. GReddy also provides the oil cooler.
The all-important fueling system is beefed up with a set of Sard 800cc injectors fed by a Bosch 044 external fuel pump that is connected to an ATL racing fuel cell in the boot. A Sard fuel surge tank finds its way in between there to keep the fuel supply steady as the constant swinging of the car while drifting could cause the fuel in the tank to move around and not reach the hose to the pump. A Sard fuel regulator maintains fuel pressure to the stock fuel rail.
Cooling duties are the responsibility of a Koyo triple-layer copper radiator while exhaust gases find their way to the atmosphere via three-inch custom stainless-steel exhaust piping with a Hayabusa muffler at the end.
Coordinating the timing and fuel supply to the combustion chamber as well as other engine operating requirements is a Haltech Sport2000 ECU. The gauge cluster in the dash has also been binned in favour of a digital Sard racing meter that can provide the driver with more vital information and more accurately as well.
An R154 gearbox mates the engine to the rear wheels. The R154 five-speeder is a very robust transmission and is only beefed up with an OS Giken twin-plate clutch to cope with the constant clutch dumping.
The shell of the car was prepped for heavy duty as well. TRD applied their spot-welding to the whole car and welded in a TRD roll-cage to strengthen the shell for the abuse it receives. Coilovers this time around are from TRD and have been specced specifically for drifting.
Braking isn’t as important in drifting compared to other genres of motorsports but nonetheless you can’t be too safe and a pair of TRD monoblock calipers and 320mm TRD slotted rotors replaced the OEM front units. Out back, the OEM twin-pot calipers were kept but the rotors were replaced with larger TRD pieces.
Choice of wheels are Volk Racing GT-Cs measuring 18×8” in front and 18×9” at the back. Federal 595SS rubbers in 235/40/18 and 265/40/18 measurements do their best to prevent wheelspin even though it’s a lost cause.
Drifting is as much a spectator sport as it is a competition so the exterior of the drift-spec Altezza was given a little more attention. A TRD bodykit is flanked by a pair of Craft Square carbon fiber side-view mirrors, a huge carbon fiber GT wing and pins for the hood as well as the boot lid.
On the inside, it’s all business with a stripped interior once again. This time though there are two seats, a TRD Recaro full-bucket for the driver and a Bride full-bucket for the lucky passenger. Takata racing harnesses keep both of them stuck to the seat. D2 Racing provided the hydraulic handbrake that makes for easier locking of the rear wheels. A Sparco deep-dish steering wheel and TRD Teflon gear knob complete the interior add-ons.
All these cars now call Malaysia home and we have Wing Hin Motorsports to profusely thank for that. Not to be pushy and all but it would be nice if the Wing Hin boys could bring these trio of big boys toys out to play once in a while, after all it’s not everyday that we get to see motorsport icons such as these in the flesh, let alone going about strutting around doing what they were made for.
Denso-Sard Supra GT
Engine: Race-prepped 3S-GTE, 43mm air restrictor, 480hp, 637Nm of torque
Electronics: Denso Racing ECU
Transmission: Hewland six-speed sequential, AP triple plate racing clutch
Chassis & Handling: Double wishbone (F & R), custom chassis strengthening bars, carbon fiber reinforcement plates
Brakes: AP Racing calipers, slotted and ventilated rotors (F & R)
Wheels: Rays lightweight centerlug racing wheels 19×13” (F) and 18×13” (R), Bridgestone racing slicks
Exterior: carbon fiber wide-body panels
Interior: Bride full-bucket seat, Takata racing harness, custom carbon fiber dash
Super Taikyu Altezza
Engine: TRD Super Taikyu 3S-GE, TRD 280-degree cams, TRD block, TRD head, TRD 86mm endurance pistons, Sard 530cc injectors, TRD cam pulleys, TRD valve springs, TRD crankshaft, TRD overside oil pan, TRD water oil cooler, TRD triple layer aluminium radiator, TRD four-throttle setup, TRD carbon fiber air-box, TRD exhaust manifold, TRD complete racing exhaust, ATL custom 100-liter carbon fuel cell, TRD fuel rail, Denso fuel regulator, Bosch 044 external fuel pump, relocate battery
Electronics: Motec M400, Motec SDL dash logger, Motec GPS, Motec knock sensor, Motec shift light, Motorola racing radio system
Transmission: TRD racing close ratio transmission, TRD differential, 5.5-inch twin-plate clutch, TRD differential cooler kit, TRD transmission cooler kit, TRD quick shift
Chassis & Handling: Tom’s racing suspension, TRD ball-bearing undercarriage, TRD chassis spot-welding, TRD FIA roll-cage
Brakes: Brembo F50 calipers on Endless 340mm rotors (F) and Brembo twin pot calipers on Project Mu rotors (R), Endless endurance brake pads (F & R)
Wheels: Kosei wheels 17×8 (F) and 17×8 (R), Michelin S8C racing tyres
Exterior: TRD bodykit, custom carbon fiber rear wing
Interior: Bride full bucket seat, Takata racing harness, TRD gear knob, fire suppression system
Engine: 2JZ-GTE, K27 turbocharger, two Tial 38mm wastegates, GReddy intake manifold, 80mm throttle body, Sard 800cc injectors, GReddy oil cooler kit, GReddy Type-R blow-off valve, GReddy intercooler + aluminium piping + Samco silicone hoses, Koyo triple-layer copper radiator, Sard fuel regulator, three-inch complete custom stainless steel exhaust piping, Hayabusa muffler, ATL racing fuel cell, Sard fuel surge tank, Bosch 044 external fuel pump
Electronics: Haltech Sport2000, Sard racing meter
Transmission: R154 gearbox, OS Giken twin plate clutch
Chassis & Handling: TRD racing-spec suspension, complete ball-bearing undercarriage, TRD spot-welding, TRD roll-cage
Brakes: TRD monoblock caliper on TRD 320mm rotors (F), twin-pot OEM caliper on TRD rotors (R)
Wheels: Volk Racing GT-C, 18×8” with 235/40/18 Federal tyres (F), 18×9” with 265/40/18 Federal tyres (R)
Exterior: TRD bodykit, Craft Square carbon fiber side-view mirrors, carbon fiber GT wing, hood and boot lid pins
Interior: TRD Recaro full-bucket seat (driver), Bride full-bucket seat (passenger), Takata racing harness, TRD gear knob, Sparco deep-dish steering wheel, D2 Racing hydraulic handbrake, engine start button