Geo's Street Driven 6 Second Drag Supra Build Recipe
Geo has always loved building fast Supras. You may remember his grey 6spd car from 2012 or his silver TH400 car from 2014. But he set the bar high for his newest Supra. This time he wanted to build a car that could drive to the track, run 6's, last rounds in an event, and drive home without towing it. Then put it through the ultimate street car test at Hotrod Drag Week.
- Goal: Streetable 6 Second Car
- Tire: 275 Radial
- Fuel: Ethanol & Methanol
- Personal Best: 6.77@209mph
Below you will find the parts list this car used to go 6.77@209mph and completed Drag Week with a 7 second average and 2nd place finish with a sealed engine.
1. Engine Block
To go 6's in a 3100lb Full Chassis Supra we knew it would probably take somewhere around 1800whp through a TH400 automatic. Typically at this level it would be appropriate to strengthen the stock block casing by filling the water jackets with cement, or swaping to an aftermarket solid billet block with no water jackets to provide further strength around the cylinders by eliminating the voids that would normally be there for engine cooling.
However, in this case since Geo wanted to be able to drive the car to the track (and the 1000 miles of street driving during Hot Rod Drag Week), we would absolutely need the coolant passages in the block to keep the car from overheating while driving from state to state. So we made the decision to stick with the stock block casing without using any cement filler, mimicking what 99% of our customers will be running.
- Displacement: 3.2L
- Compression Ratio: 10.0:1
- Bore Diameter: 86.5mm (0.020" Over)
- Rod Length: 5.590" (Std)
- Rod: Aluminum
- Stroke: 90mm
- Billet Main Caps
We knew this car was going to need more power than we have ever made before to be able to go 6's. So we started with our race series RS1600 engine with billet main caps, our Real Street RS2000 heavy duty pistons, a brian crower 90mm stroker crank, and aluminum rods.Â
Since this car needs to be able to compete round after round day after day at Hotrod Drag Week, we decided to get the Brian Crower 90mm stroker crank and R&R aluminum connecting rods with a smaller honda-sized rod journal to slow bearing speed and increase longevity. The smaller rod journal bore also allows R&R to make the rod beefier around the rod journal increasing its strength in that area.
Because this engine goes down the track in an RPM window near 10,000rpm, maintaining oil pressure through the traps can become challenging using the oem oil pump. So we decided to go with a PHR Dry Sump kit to keep the oil where the engine needs it.
| Fastener Material | Custom Age 625+ |
| Fastener Type | Stud |
| Sale note | Sale price is valid for the quantity in stock. |
| Bearing Category | Connecting Rod Bearings |
| Bearing Type | Race Bearing |
| Bearing Size | STD (Standard) |
| Note | Narrow, Doweled |
| Bearing Category | Connecting Rod Bearings |
| Bearing Type | Race Bearing |
| Bearing Size | HX (Extra Oil Clearance) |
| Note | Narrow, Doweled |
| Bearing Category | Main Bearings |
| Bearing Type | Race Bearing |
| Bearing Size | STD (Standard) |
| Bearing Category | Main Bearings |
| Bearing Type | Race Bearing |
| Bearing Size | HX (Extra Oil Clearance) |
| Rod Length | 5.590in / 142mm |
| Rod Material & Type | Billet Aluminum Solid Beam |
| Rod Bolt | 3/8 ARP L19 |
| Gram Weight | 517 g |
| Note | Requires 1.888in Honda Journal Crank |
| Fastener Material | Custom Age 625+ |
| Fastener Type | Stud |
| Stroke | 90mm Stroker |
| Crank Material | 4340 Billet Steel |
| Rod Journal | Honda 1.888in / 48mm |
| Product Weight | 58.6 lbs |
| Bore Diameter | 86.5mm (+0.020in Over) |
| Compression Ratio | 10.0:1 |
| Rod Length | 5.590in / 142mm |
| Stroke | 90mm Stroker |
| Pin | .866in x 2.500in x .250in |
| Head Gasket Bore Diameter | 87.3mm (+0.052in Over) |
| Head Gasket Thickness | 0.050in / 1.27mm |
| Head Gasket Material | Copper |
| Bearing Category | Thrust Washers |
| Bearing Type | Non-Race Bearing |
| Bearing Size | STD (Standard) |
| A/C and P/S | Yes |
| Weight | 6.9lbs |
| Outer Diameter | 6.780in |
| Shell Material | Aluminum |
| HUB Material | Steel |
2. Engine Head
This car has gone 7.03 and 6.91 on two different heads.
When the car went 7.03, it had a hand ported head with Brian Crower Stage 3+ 276/276 camshafts, Ferrea 1mm oversized valves, and Ferrea High Boost Valve Springs & Retainers.
When the car recently went 6.91, we had recently switched to a Mazworx CNC ported head with GSC 7030R2 camshafts and Supertech 118lb springs and retainers. We will have these heads available for purchase soon. Please contact us for details in the meantime.Â
| Cam Type | Intake & Exhaust |
| Cam Duration | 276/276 |
| Cam Lift | .405in/.405in (10.29mm/10.29mm) |
| Cam Gear Position | Intake & Exhaust |
| Color | Gold |
| Quantity | Pair |
| Cam Type | Intake & Exhaust |
| Cam Duration | 278/278 |
| Cam Lift | .445in/.445in (11.30mm/11.30mm) |
| Valve Spring Type | Dual |
| Seat Pressure | 87lbs @ 34.00mm |
| Open Pressure | 195lbs @ 24.00mm |
| Coil Bind | 21.50mm |
| Max Lift | 12.50mm |
| Retainer Material | Titanium |
| Valve Spring Type | Dual |
| Seat Pressure | 118lbs @ 33.60mm |
| Open Pressure | 277lbs @ 11.00mm |
| Coil Bind | 20.70mm In / 19.50mm Ex |
| Max Lift | 14.50mm |
| Retainer Material | Titanium |
3. Drivetrain
The transmission is a 3speed M&M TH400 Automatic with a ProTorque converter. A driveshaft shop aluminum driveshaft transmits the power to a custom 4-linked Ford 9" rear end.
Since our rear end setup was custom fabricated at a chassis shop, and is not a bolt-in unit, we can't really list it for sale below, but in an effort to help make things easier we will include what is currently the next best thing, which is the Driveshaft Shop IRS Ford 9" rear end conversion kit for the Supra. This will keep your rear end style IRS instead of solid axle. If someone ends up mass producing a bolt-in solid axle kit, we will come back and update this part with that.
| Driveshaft Material | Aluminum |
| Differential Type | Helical/Torsen |
| For Transmission | TH400 |
| Rear End Gear | 3.90 |
4. Fuel System
The fuel system is composed of two sets of Injector Dynamics ID1700x injectors being fed "One Ethanol" fuel from a Weldon 16000A fuel pump. Since this setup gets pushed to its max just about every time it's ran, the fuel we run it on is One Ethanol 117R. This lets us stop worrying about fuel quality and focus on driving the car down the track.
| Injector CC | 1725cc |
| Impedance | High |
| Injector Harness | Plug and Pins |
| Injector Inlet Size | 14mm |
| Fuel Injector Height | 60mm |
| Est. Ethanol Rating | 1138.5 HP |
| Est. Gasoline Rating | 1759.5 HP |
| Fuel Pressure Regulator Inlet | 2x 12 AN ORB Female |
| Fuel Pressure Regulator Outlet | 12 AN ORB Female |
| Fuel Pressure Regulator Color | Black/Clear |
| Fuel Pressure Range | 28-120 PSI |
| Fitment | Universal |
| Fuel Type | Race Ethanol |
| Effective Octane | 117 |
| Size | 5 Gallon Pail |
| Note | Pallet Freight Shipping stays Flat Rate up to 48 pails per pallet |
| Fuel Type | Race Ethanol |
| Effective Octane | 117 |
| Size | 54 Gallon Drum |
| Note | Pallet Freight Shipping stays Flat Rate up to 4 drums per pallet |
| Fuel Filter Microns | 10 |
| Fuel Filter Type | After Pump |
| Fuel Filter Material | Stainless Steel |
| E85 Compatible | Yes |
| Fuel Filter Inoutlet | 12 AN ORB Female |
| Fuel Filter Color | Black |
| Note | 5.5in length by 2.38in diameter |
| Fitment | Universal |
5. Turbo Setup
When we needed a turbo that could make 1800+whp but still spool up reasonably fast on the trans brake and survive the abuse of competitive racing, we turned to the Precision Pro Mod 88 XPR when racing Drag Week. It has an 88mm inducer on the compressor wheel, and a 108mm exducer on the turbine wheel. We went with the optional stainless steel 1.15 A/R SFI V-band turbine housing for added safety in the event that the turbo eventually encounters a failure during racing. Boost is regulated by a pair of Precision 46mm wastegates being controlled by the Motec M150.
Occasionally we will swap the turbo out for a smaller 76mm Precision ProMod when racing at certain events with have different rules. Occasionally the class rules will limit the turbo size and weight for our suspension so that turbo comes out during those events.Â
We have also started experimenting with an 85mm Precision ProMod that we will post information for soon, once we have vetted it's abilities.
| Wastegate Valve Size | 46mm |
| Wastegate Flange | MVR V-Band |
| Wastegate Spring Pressure | 1.5 PSI-25.5 PSI |
| Color | Black |
| Fitment | Universal |
6. Engine Management System
A Motec M150 run's the engine program in this supra. Data from a long list of sensors is displayed for Geo on the Motec C125 digital dash. The Motec controls boost and nitrous by speed, allowing the engine to make more power as the traction will allow for it. It also controls the trans break and bump box for precise launch control.
| Range | -20 to 150C / -4 to 302F |
| Thread size | 3/8in NPT Male |
| Connector | 2 Pin Male w/ Matching Plug and Pins |
| Sensor Body | Brass |
| Fitment | Universal |
| Range | -14.7 to 85.3 PSI / 0 to 7 Bar |
| Thread size | 1/8in NPT Male Sensor with Hose Barb Adapter and -4 AN Male Adapter |
| Connector | 3 Pin Delphi Male w/ Matching Plug and Pins |
| Sensor Body | Stainless Steel |
| Fitment | Universal |
| Fitment | Plug & Play |
| Injector Drivers | 8 |
| Coil Drivers | 8 |
| Features | Traction Control, Launch Control, Gear Change Ignition Cut, Drive by Wire, Knock, Variable Cam, Boost, Nitrous Control, Flex Fuel Input, Trans Brake |
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