It sounds easy enough, even though Google tells us in more than 25-million ways how to get it done, most of which involve stepping on the clutch, stabbing the gas pedal and modulating the two until either your front or rear tires billow up amidst gray clouds of unadulterated machismo. One-time Formula D driver John Russakoff's methodology is a bit more specific and a bit more learned, but the fundamentals aren't much different.
Owning a 500hp Supra will do that to you. Sub-1000-hp 2JZ-GTEs might not impress the power gluttons, but lay into the throttle on a Supra like Russakoff's and then try to convince yourself that anything more is anything but lavishly unnecessary and exponentially more costly. Exactly 490whp by means of a single-turbo-converted inline-six comes relatively simply. The fuel injectors: stock. 91 octane: all day long. The boost: a conservative 16psi. The modifications made to the 2JZ remain simple but important. Within the walls of his San Diego, California-based fabrication facility, JSP, the factory sequential turbo duo was chucked in favor of a single Precision 6165 that mounts to the Supra's head by means of a custom JSP stainless steel exhaust manifold. It's a tried and proven combination—one that, according to Russakoff, could easily yield upward of another 100hp with no more than a measly swap of the injectors followed by a quick retune of the Haltech engine management system.
All of which would make those burnouts even easier to come by. Even in stock form, though, Supras were designed for tire roasting. Its RWD layout allows whoever's lighting things up out back to simultaneously sidestep the brake pedal, retaining the burnout formation indefinitely, which is almost always proportional to how smart he isn't, or how much disposable income he's got for things like tires, clutches and transmissions. More power makes everything easier, and pedaling the brakes while doing all of this in your 110hp FWD bucket of frugalness will never make sense. All of this is partly why Russakoff drives a Supra and not a Saturn Vue—a Japanese-only RZ model at that. Japanese-market Supras like the RZ were sold with a power disadvantage when compared to North American versions—280hp compared to 320hp—but the bones are mostly the same, and once the slightly-limited JDM-only turbos are out of the picture, all is right. That is, if you're into right-hand drives and all.
Contained inside all of that smoldering rubber is a one-off set of HRE 454s from its Vintage Series line—the only set ever made specifically for the Supra and is every bit as expensive as you'd imagine. The remainder of this fourth-generation Toyota is surprisingly simple. TEIN coilovers make up the extent of its chassis modifications and the MKIV's brakes remain consistent with whatever Toyota's engineers wanted 20 years ago. Underneath the hood and along the body are where Russakoff's touches lay. Custom JSP front spoiler extensions made from fiberglass give new meaning to the Supra's beak along with Shine Auto Project sideskirts and a Top Secret-style rear diffuser that help redefine and lower the car's lines.
A shortage of online burnout tutorials there isn't, and one doesn't need 490hp to take part. No matter what you drive, the opposing physical laws of intended velocity and frictional forces don't care, nor do whatever form of rubber and cords separate your jalopy from the pavement. Google it. Seek guidance from friends. Ask your parents if you have to. Just get it done. The art of the burnout is one that won't soon go out of style.
1993 Toyota Supra RZ
Owner John Russakoff
Hometown Escondido, CA
Engine JSP custom single-turbo conversion kit, 3" stainless downpipe, custom intercooler piping and exhaust manifold; Precision 6165 turbocharger; GReddy exhaust system and front mount intercooler; Turbosmart Hyper-Gate45 wastegate, Race Port blow-off valve and fuel pressure regulator; custom 4" intake; twin Walbro in-tank fuel pumps
Engine Management Haltech ECU tuned by Matt Wright of Haltech; AEM wideband UEGO
Footwork & Chassis TEIN coilovers
Wheels & Tires 18x10.5" +22 front, 18x11.5" +35 rear HRE Vintage Series 454 wheels; 245/40 R18 front, 275/35 R18 rear Falken Azenis RT-615K tires
Exterior Custom fiberglass JSP front spoiler add-ons; Shine Auto Project carbon-fiber side skirts; Top Secret-style rear diffuser; 1998 taillights with LED bulbs; shaved front license plate mounting holes and rear emblems
Interior MOMO steering wheel; Auto Meter boost gauge; HKS turbo timer
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