Built to Breathe: The First Tri-Snorkel Airbox for the MkIV Toyota Supra - Part 2

 

In Part 1, we introduced the WangSpec Tri-Snorkel Airbox - A fully sealed, Tri-Snorkel system developed specifically for the MkIV Toyota Supra JZA80.

This design maximizes internal volume, increases filter surface area, and integrates seamlessly with all existing air inlet locations, while introducing a new third snorkel for increased airflow capacity.

In this update, we cover the latest revisions, customer-driven variants, and the work happening behind the scenes to bring this project to production.

Part 1 Link:

Missed Part 1? You can check it out here

 

More Refinements Behind the Scene.

The early images of the Airbox show an O-Ring seal along the top flange - That was the original approach. But as we worked deeper with the geometry, the clearances tightened, and so did the risks. The O-Ring groove was close to the edge of the Airbox’s sealing flange, which also forced the fastener holes toward the outer edge.

We liked the visual appeal of the O-Ring design, but it made sense to rethink the sealing strategy. The O-Ring was replaced with a flat Viton gasket - Providing more surface contact, improved load distribution, fewer potential failure points along the flange, and more consistent pressure across the Polycarbonate top lid during assembly. It ultimately uses the entire flange to maximize the seal.

 

We also relocated specific bolt holes further inward, adding extra material around the edges. This reduces the risk of cracking during installation with the M5 x 0.8mm brass heat-set inserts, and improves load distribution by increasing the surface area surrounding each insert location.

 

The Radiator mounted Snorkel has also changed. It started as a simple slide fit. Now, it seals with its own Viton O-Ring - Improving the inlet seal, while still maintaining its ability to slide and account for tolerance variations across stock and aftermarket radiator setups.

 

Variant C

The Type C variant was developed based on a direct customer request. While the original Airbox was designed around a 4" turbo inlet, the Type C supports larger 5" setups.

Type C shares the same outlet rotation as Type A — We've yet to see large-frame turbochargers on the 2JZ platform oriented fully forward, as that typically creates clearance issues with the water neck and intake system.

 

The integrated velocity stack remains, and we've conducted a preliminary airflow simulation to evaluate velocity, pressure drop, and general airflow behavior inside the box. Real-world results are expected to differ, but running these simulations gives us a better sense of how air could move through the system under ideal conditions.

We’ve also found that the floor ribbing reduces some floor turbulence inside the box, while simultaneously increasing structural rigidity. This feature, along with the integrated velocity stack, will be integrated across all Airbox variants.

Material Selection:

Material selection is another layer we’ve been refining. There’s a balance between durability, heat resistance, and production feasibility - especially in a hot engine bay environment.

We’ve been evaluating modern composite options like PA6 and PA12-based materials for their structural strength, temperature tolerance, and ability to handle real-world abuse.

Finding the right combination of performance and manufacturability is an ongoing process - we’ll cover more of that in the next update.