When it comes to high-powered drag racing, few vehicles turn heads like Ryan Holz’s astonishing 2000 horsepower turbocharged LC Torana powered by a 2JZ engine. While most of the scene is dominated by roaring V8s, here’s a story that challenges the norm—a tale of ingenuity, engineering prowess, and a relentless pursuit of speed. And this is the part most people miss: the true magic lies in the blend of traditional muscle and modern turbocharged technology, making this build a true standout.
First published in the January 2026 issue of Street Machine, the story begins with Ryan’s passion for the legendary 2JZ engine, which is renowned worldwide for its incredible power capabilities. “A few years ago, I got deeply interested in racing, and I’ve always admired the 2J engine,” Ryan explains. “They produce phenomenal power and are arguably one of the best engines ever designed.” His fascination was sparked by seeing other Toranas equipped with 2JZs doing impressive things, and with a two-door Torana shell sitting idle in his garage, he knew exactly what he wanted to do—build a unique, super-tuned street machine.
Ryan’s initial idea was simple: create a powerful street-friendly beast that could also handle the demands of competition at events like Powercruise. He reached out to Danny Lansdowne and the team at Spot On Performance, known for pushing boundaries in horsepower and engineering. Their first attempt was a wild, turbocharged monster that was so extreme it was primarily suited for the track—something that could turn heads on the drag strip but lacked practicality for regular street use.
After investing significant effort, the team managed to get the turbocharged Toyota-powered LC ripping down the quarter-mile, clocking impressive runs—like a 6.90-sec pass at 206 mph. The engine was built around a relatively modest cast iron block, with various custom modifications, including an offset-ground factory crankshaft, high-quality connecting rods, and pistons, all lubricated by a sophisticated dry-sump system to withstand the brutal high rpm of 10,500. Despite being a 3.0-litre displacement, it was pushed to the limit, forcing an astonishing 68 psi of boost—enabling it to produce a staggering 2000 horsepower.
However, as with all high-stakes projects, wear and tear took its toll. Ryan recalls, “The engine was incredible, but it was starting to show signs of fatigue—mainly deck deflection and main cap movement.” Ultimately, a critical failure occurred when the side of the block’s deck cracked open, prompting a need for a radical redesign. Ryan recognized that to stay competitive, he needed to build something even stronger—something that could reliably handle more power.
This realization led to an exciting new chapter. Ryan obtained a vintage Queensland-built Torana, originally constructed over a decade ago with a 481X blown big-block engine and a chassis crafted by well-known builders Grant O’Rourke and Geoff Black. Despite its age and original race-focused setup, the car had never competed on the track. Ryan made the strategic decision to acquire this vehicle, parting ways with the previous turbo combo, and began the transformation into a cutting-edge, billet 2J-powered beast.
Transforming the car was a visual and structural overhaul. Its entire rear structure, from the firewall back, was rebuilt as a full-chassis, double-frame-rail Pro Mod, with the body remaining removable to facilitate maintenance and customization. Some design elements preserved the classic Torana aesthetic—such as the rear wheel tubs, which had previously filled in the rear windows, now replaced with new quarter windows to restore its street appeal. Fine-tuning included changing the steering setup, extending the driver’s footwell for comfort, and modifying components like the intercooler, intake, and turbo system.
The suspension setup featured a four-link arrangement with a Race Products floater kit, high-performance Menscer shocks, and an anti-roll bar—combined with a modest 275 radial tire, emphasizing the importance of control at such high power levels. Powering this beast is a state-of-the-art 2JZ built around a Bullet billet block, filled with a Nitto crank, custom GRP connecting rods, and CP pistons, reaching a total displacement of 3.2 liters. Despite these extreme modifications, it still uses a factory cast cylinder head, carefully prepared with the help of Colin from Headsense and equipped with Top Fuel-style piston hoops.
Cooling and lubrication are critical at this power level, so a five-stage Barnes dry sump system holds 12 liters of oil to keep things running smoothly at the peak shifts of 10,500 rpm. Airflow management is handled by a Hypertune billet intake manifold, topped with a 102mm throttle body, while fuel delivery includes Deka 2400cc and FuelTech 7200cc injectors, driven by a Kinsler belt-driven pump and regulated by an Aeromotive unit. Boosting the engine’s performance is a Precision Next Gen 98mm turbo paired with a Turbosmart 60mm wastegate and a five-inch stainless exhaust.
Additional upgrades include Strange racing front struts and brakes, a lightweight fiberglass front end, and polycarbonate windows to reduce weight. Standing at just around 2,600 pounds fully equipped for racing—approximately 600 pounds lighter than when finished—the car boasts a 53% weight bias on the nose, ensuring optimal traction and stability.
Design-wise, the LC remains visually impressive thanks to expert paint and panel work by Spray King Restorations and eye-catching airbrush artwork by Zealous & Kruik Kustoms, ensuring it retains a streetcar aesthetic while being a full-blown race weapon.
The first outing of this monster occurred at the 2025 Brisbane Jamboree, where it quickly proved its potential with a blistering 6.73-second quarter-mile at 211 mph. But Ryan’s ambitions stretch even further—aiming for the elusive 6.40s quarter-mile and high threes in the eighth mile. Unlike its noisy predecessor, the new car is significantly more refined, offering better drivability and consistency without compromising on speed.
To maximize power, Ryan employs a 150-horsepower dry nitrous system, launching the car on 20 psi of boost at around 5,800 rpm. Once racing starts, the driver relies on an air-shift system for quick gear changes and parachutes for a controlled stop at the end of each run. And with plans to explore larger turbos, the focus remains on continuous improvement.
Building such a formidable machine requires a solid team. Ryan gives heartfelt thanks to Andy and Danny at Spot On Performance, Jeff Johnson of Power Management Solutions, and his dedicated crew—Michelle, Brad, and Chris—whose combined expertise makes this relentless pursuit of speed possible. But here’s where it gets controversial: do you believe such extreme modifications are truly the future of drag racing, or are we risking the sport’s soul in pursuit of bigger numbers? Share your thoughts—are we pushing too far, or is this innovation what keeps the thrill alive?
