Specialists since 2000 — deep 2JZ expertise, countless big-power builds including our 1300 bhp demonstrator. From OEM restorations to full conversions and track prep.
We know the Supra MK4 & 2JZ inside out — proven on road, dyno and track.
Why Choose Whifbitz
We have been specialising in the Toyota Supra MK4 since the year 2000 and in that time we’ve gained a huge amount of experience — we know the Supra MK4 and 2JZ engines inside out. We have built countless big-power Toyota Supra MK4s along with our own company demonstrator which currently produces 1300 bhp!
Between 2000–2010 we spent years testing and developing our own product range on the track — pushing parts to destruction and learning what works and what doesn’t. We competed in the European Time Attack race series with two Supra MK4s from 2007–2010, winning our class in 2009 and finishing runners-up in 2008.
Over two decades of Supra MK4 experience
Proven 1300 bhp demonstrator & customer builds
In-house testing & R&D since 2000
European Time Attack class winners (2009)
OEM-plus restorations & performance builds
Whifbitz track testing – real motorsport development, real results.
Toyota Supra Tuning Options
Whether you own a non-turbo 2JZ-GE looking to go NA-T, or a factory twin-turbo 2JZ-GTE, we offer proven upgrade paths built on decades of track development and thousands of workshop hours. Our approach balances reliability, drivability and repeatable power — from OEM-plus builds to 1000+ bhp conversions.
We also have a range of suspension, brakes, bodykits, wheels, diffs and just about anything else you might need for your build — we can supply and fit it all in-house.
Don’t forget we also cater for other Toyota performance vehicles including the GR Yaris, Supra A90, GR86, GT86, MR2, Celica and Starlet. Please contact us for any enquiries or advice — we’re always happy to help.
2JZ-GTE engine tuning and development at Garage Whifbitz.
2JZ-GE · Non-Turbo · NA-T
Non-Turbo Supra — our NA-T approach
The easiest way to get a strong power gain from a non-turbo Supra is to turbocharge it. We’ve been selling/fitting our own Whifbitz NA-T log manifold turbo kit for 15+ years.
Power: ~350–520 bhp depending on supporting mods.
Stock 2JZ-GE limit: ~520 bhp on our NA-T log kit (no internal work).
More than 520 bhp? Use our tubular manifold kit — higher power potential.
Ultimate GE limit: ~750 bhp with a thicker head gasket to lower compression.
Gearboxes
Auto: ~400 bhp unless upgraded to our ZF 8-speed conversion.
W58 5-speed: varies — some fine at 500 bhp, others fail ~350 bhp.
’96+ NA facelift (V161 6-speed): strong at these levels.
2JZ-GTE · Twin Turbo
Twin Turbo Supra — faster wins per £
Twin turbos are easier to tune: already boosted with stronger driveline parts from factory.
Auto (incl. VVTi tiptronic): ~600 bhp capable in good health.
V160/V161 6-speed: extremely strong — effectively “unlimited” for most builds.
Gearbox Options & Upgrades
From the factory the Toyota Supra Mk4 was fitted with automatic and manual gearbox options. Non-turbo cars had a 4-speed auto and 5-speed W58 (both typically safe to ~400 bhp). Later facelift non-turbo models gained the much stronger V161 6-speed which handles very high power.
The Toyota Supra Mk4 twin turbo was fitted with an auto (VVTi facelift cars using a tiptronic version) — both around ~600 bhp in good health — and the legendary Getrag 6-speeds (V160/V161), which can take essentially any power you’re likely to run.
Whifbitz 8-Speed Conversion
90s 4-speed autos are outdated. Our ZF 8-speed conversion, controlled by the Turbolamik TCU, transforms the car with super-fast shifts and proper auto/manual modes. It replaces slow, slushy 1990s changes with modern performance and refinement.
ZF 8-speed gearbox conversion — modern shifting for the Supra MK4.
Recent restoration — before & after
The Toyota Supra Mk4 has always had a reputation of being a very solid and well built car which is still very true but as the cars are getting older and older they are needing more and more maintenance work. A big part of our business now is restoration work, mainly around the rear of the car as that’s the area they are suffering.
The worst areas that are suffering from corrosion are the rear subframe, suspension arms, subframe mount bushes, diff bushes, propshaft couplings, fuel and brake pipes, handbrake cables and fuel tank cover. Some areas of the body itself are rusting too like the sills, around the rear subframe mount and boot floor which you can’t see as it’s hidden behind the rear subframe.
The key thing is not to leave it — rust is like a disease: once it sets in it spreads and gets worse. Some example pictures below:
Before
Inspection and strip-down prior to refurb.Assessing underbody corrosion and wear.
