AutoSpeed - Calculated Class

For all the time that you're putting along at 40 km/h in traffic, don't you wish you were driving something r-e-a-l-l-y comfortable? Sure, it's great to have a hard-edged racer that can slice its way along a mountain road at death-defying speed - but doesn't that harsh ride, bare-bones interior and grumpy engine get a bit wearing for everyday use? Well, here's a car that's cushy and crazy.

Ray Deeb, the owner of this immaculate 1994 Toyota Soarer, enjoys nothing more than driving his vehicle at every opportunity. And why wouldn't he? Soft leather seats, door trims, a digital dashboard and an exceptional sound system are hardly things that cause displeasure... Not to mention the abundance of stretching room. Note that Rob's Soarer is also a 5-speed manual. These manual machines are very thin on the ground, as most new Soarer buyers opted for the lazy (and slower) option of an electronically-controlled auto.

Ray bought the Soarer after having owned a boost'd 300ZX. He was considering buying a Skyline GT-R, but they were a little too boxy for his tastes. Mind you, he doesn't find the Soarer a stunning beauty either - not in standard form. However, not long after purchase, this Soarer was receiving a much more extravagant set of wings. That one-off body creation you're looking at it is the product of two different body kit specialists. It comprises a moulded front bar, side skirts, bonnet vents and a towering rear wing. It's all been wire meshed and JetSpeed can be thanked for finishing the job. A Soarer - wide and low as they are - looks even better brought a little closer to the ground and wearing a big set of rims. Ray's car shows this with its Altstadt 18 inchers and lowered heavy duty springs. The paint is standard dark green, complimented by heavy window tinting. Gangster-like.

Ray's Soarer now flies - not just because of its aero package - but because its under bonnet hardware is absolutely rippin'. After going for a ride in Performance Metalcraft's modified R32 GT-R, Ray said, "That's what I want my car to go like," and left it to them. Performance Metalcraft had also done a lot of work on his now-gone 300ZX, so he trusted the guys completely.

Anyhow, here's how they answered the call - all of the work has been completed in-house...

The Soarer's stock-standard 1JZ-GTE 2.5 litre motor is good for nearly 280 horsepower. Identifying that the factory twin turbos would be unsuitable for an anticipated 450-or-so horsepower, Ian Baker and his workshop crew set about slipping in a single large capacity turbocharger. The luxo beauty now puts her exhaust gasses through stainless steel tubular manifold (with 3mm thick walls) and spins a sizeable Garrett GT30 ball-bearing turbocharger. Teaming with the GT30 huffer is a TurboMaster 45mm external wastegate. This sees boost pressure limited to around 16 psi - for now...

Starting at the beginning of the trail, induction air is filtered through a large K&N cylinder on the end of a 4-inch elbow. Once compressed by Mr GT30, this air is then brought back down in temperature thanks to a 600hp Performance Metalcraft bar-and-plate core. This front-mounted big sucker features 2½-inch mandrel plumbing to and fro and a TurboMaster blow-off valve along the way. Psshht.

A considerable amount of power can be found in replacing the TT Soarer's factory exhaust piping. Quite early in the build-up process, this situation was sorted with a 3½-inch Trust system equipped with an equally-sized high-flow cat. It's a system that lets you know it ain't a stocker - but its big bass note is certainly not hard on the ears.

It would be dangerous to assume that the (designed for 100 RON) factory ECU could cope with such an increase in power. Instead, an Autronic SMC programmable unit - programmed by Silverwater Auto - is used to manage fuel and ignition. A MAP sensor load input is employed. Delivering fuel to each combustion chamber are a set of Nizmo 550cc injectors and a Nizmo hi-flow fuel pump (and why not?). Note that the ignition side of things is also boosted with an Autronic CDI module, which is mounted under the bonnet. Ian says the CDI is used to prevent possible coil pack overload.

Recent tuning has seen the Soarer ease out some impressive power. On a mild 16-psi boost and drinking Shell Optimax, the back tyres have spun the rollers to the tune of 320 horsepower (which equates to approximately 400hp at the engine). The only thing is, the guys are reluctant to crank up the boost any further. With the 1JZ motor still running its standard internals, nobody knows how much more power it can tolerate before something lets go. Three twenty at the wheels can be seen as a "safe" power figure. We're told that it's a nice driveable package too. Boost comes in at around 2300 rpm and holds solidly through to the redline.

Ray's Soarer changes into a screecher whenever he releases the clutch and sends its sizeable torque roadward. The 265/30 rear Falken Ziex rubbers are no hold for the immense grunt of the powerhouse 1JZ engine. And nether is that factory clutch! Ray says he will have to replace this item very soon. The new clutch will probably happen hand-in-hand with an upgraded diff. Unfortunately, Ray's beast doesn't have a LSD - which makes getting power to the ground even more difficult. "In first, second or third it just smokes up and the back swings out," says Ray. Limited slip diff, here we come.

Then - once the driveline gets some much-needed attention - Ray has some more plans in store for the motor. You see, Ray's son has these school friends that slag off anything that's not a Subaru WRX. But Ray's anticipated "as much power as possible" approach should soon change their minds on that one! One thing's for sure though - you don't get a much better blend of luxury and performance.