Supra JZA80 — Stage 3 Custom calibration (standalone ECU)
- 529.5 kW at the wheels
- 755 Nm at the wheels
- Direct-port nitrous staging
- Engine-protection strategies active
- Motorsport functions on a CAN keypad
- Torque held flat from 164 km/h to redline
There is a point in a 2JZ build where the engine stops being the constraint and everything else becomes one. This car is past it. Billet main caps, Nitto pistons and I-beam rods, ARP 625 studs and a mildly ported head on Kelford cams give the bottom end and valvetrain a long way more headroom than the calibration ever asks for — which is exactly the position you want to be in before turning up the boost.
The Garrett G42-1450 on a 1.15 A/R turbine housing is a deliberately large choice, and the curve shows what that costs and what it buys. Below 150 km/h the car is unremarkable. Through 154 to 172 km/h power more than doubles, from 262 kW to 495 kW, and torque climbs from 545 Nm to its 755 Nm peak. From there it stays flat to the end of the run — 529.5 kW at the wheels, still pulling. On a road-speed sweep like this one, that flat top end is the part that matters: it is the difference between a peak figure and a car that keeps accelerating.
The Plazmaman 12-injector manifold carries a direct-port nitrous program, so fuelling and ignition have to be right across two very different operating states rather than one. Engine protection — the strategies that cut power before something expensive happens — and the motorsport functions are wired through a CAN keypad, which keeps driver control deliberate instead of buried in menus.
Our part in this car is the calibration. The engine was built by BJ Engine Worx, and the fabrication, installation, wiring and complete vehicle configuration were done by Geelong Motorsport Fabrications. It is worth saying plainly: a result like this is the product of all three, and no calibration rescues a build that was not done properly first.
Figures are at the wheels, digitised from the supplied dynamometer report. Calibrations are supplied for off-road and closed-circuit competition use.
Why does the dyno graph show road speed instead of RPM?
It is a chassis-dyno road-speed sweep, which is how this dyno logs a run. The shape of the curve and the peaks are unaffected — the x-axis is simply reproduced as it was measured rather than converted, so nothing is inferred that the report did not record.
Is there a before figure for this car?
No, and it would be misleading to publish one. This is a single run on an already-built competition engine, not a stock-to-tuned street result — there is no meaningful stock baseline for an engine with billet mains, forged internals and a G42-1450.
What does the direct-port nitrous change about the calibration?
It means the engine has two distinct operating states, and fuelling and ignition have to be correct in both plus the transition between them. A single set of tables tuned only for the dry state is how engines get hurt on the first activation.
Are these figures at the wheels or at the engine?
At the wheels — the dyno reports torque as ATW. Engine-level figures would be higher by whatever the drivetrain absorbs, so we publish the measured number rather than a calculated one.
Workshop & Dealer Access
Protunes supplies ECU calibration files exclusively to approved workshops, tuners, and dealers throughout Australia. Platform: Haltech Rebel JZ.
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