A Day in the Life of T1
Wake up, go fast....
We now have vtec solenoid block off plates available for B and H series engines. When using 'non vtec' cams like the Web and Ferrea roller stuff, the vtec solenoid is no longer used and can be replaced with a much cleaner block off plate like this. CNC'd from 6061 aluminum, it bolts on just like the stock solenoid using the included 6mm SS allen bolts and uses an OEM Honda Vtec Solenoid gasket to seal. You will simply remove the screen from the Honda gasket, it pops right out. The gasket is not included, but can be added as an option. http://www.t1racedevelopment.com/en/products/details/389/177/t1-products/vtec-solenoid-block-off-plate.html 
Nothing too new or exciting, but we now have T1 B series cam seals. These replace the factory rubber or plastic seal (Honda realized rubber didn't work so the late model ones are plastic) cam seal on the end of the exhaust cam.
Ours are anodized black aluminum and utilize 3 orings for a leak free installation. The T1 logo is laser etched in them.
These also work on the intake cam when converting to a coil on plug setup with our cam trigger kit.
The can be purchased here or by calling the shop, 214-607-9022
http://t1racedevelopment.com/en/products/details/322/177/t1-products/t1-cam-seal.html
For Immediate Release: April 13, 2010 The crew at T1 has been hard at work making some improvements to the car after the 2009 racing season. The NSCRA finals in Dec. marked the end of the 2009 racing season and the T1 crew again set personal bests with an 8.80 at 169mph. Spending most of the off season catching up on work and planning out some changes on the car kept everyone busy. Dallas Raceway was the host of the Import Face Off event on April 11th and marked T1's first race of the 2010 season. With a rough guess at what the new setup would want, the crew lined up for the first qualifying round. The board lit up with success, an 8.78 at only 163mph right off the trailer. That time was followed up with an 8.90 at 169, an 8.72 at 166 marking a new best ET, an 8.91 at 171, and an 8.80 at 175 marking a new best MPH. One of the biggest changes/improvements made to the car was getting rid of the Mark Williams axle setup and spool and going to the new Drive Shaft Shop Pro axle kit with a custom DSS/Quaife differential. Anyone who's driven a FWD car with a spool can attest to how much of a pain it is to maneuver and deal with. The limited slip differential being back in the car is a godsend, the car feels like it has power steering in comparison! The DSS axles took a beating all weekend long without blinking an eye. This Pro Level axle kit uses custom inner gears to accept a bigger spline, which is generally the weak link in using an LSD. Precision Turbo supplied one of their bad boy 72mm billet compressor turbochargers and it proved it's power capabilities this weekend with a 175mph trap speed and 138mph 1/8th mile trap! This turbo just keeps going where others have run out of breath, we're excited about being able to further dial it in! Mike and the crew at T1 also spent some time working on the aerodynamics of the race car. The new wing and bellypan definitely made an improvement as the car feels like it's glued to the track on the big end now, no more ‘hoping for the best' when slowing down. The car used to get really light in the rear and dance around when trying to get it slowed down after a pass. A huge thanks goes out to everyone who has helped get the car where it is today. Without the support of these companies both with the car and in our industry, we wouldn't be here. Support those who support the sport! T1 Race Development, Injector Dynamics, Drive Shaft Shop, PPG Gearbox, Web Camshafts, Watts Racing Engines, Full Race, Golden Eagle MFG, Skunk 2, M&W Ignitions, MoTeC, Omni Power, RLZ Engineering, Bullhead Gears, Clutchmasters, MB Racing, ERL Performance, EFI University, The Sign Lab, WSIsearch.com 
Injector Dynamics has now released the complete ID lineup for the R35 GTR. With 725cc, 1000cc, and 2200cc/min options, there's a perfect fit for any application. All of the injectors are high impedance and offered with an optional plug and play wiring harness, making them a true 100% drop in application. With the most linear flow and best atomization on the market, long gone are the days of sacrificing idle and driveability just to get enough fuel for your modified engine. We recently installed the ID1000's in the T1 GTR. With an AccessPORT flash from Tim Bailey at COBB/Surgeline, the car runs like it did from the factory, just with 120 more hp and 140 more lb/ft of torque! Doing ID1000's also opens up the ability to run E85 on the GTR. Tim has found about 30whp gains just from going to E85 from 93 octane. 
http://www.injectordynamics.com/ID1000.html http://www.t1racedevelopment.com/en/products/details/280/130/injector-dynamics/id1000/injector-dynamics-r35-gtr-1000cc-injector-set.html
T1 Race Development is proud to announce it's partnership with Pfitzner Performance Gearboxes. Having used PPG gearboxes in many applications, including our race car, we're confident in saying they're the best you can buy. We're happy to become a US Distributor for PPG and provide technical support for the product in the US. http://ppgearbox.com.au/
Since Injector Dynamics showed up claiming high pressure capability for our injectors, it seems like the new buzzword in the injector market. It is now common for suppliers to claim that their injectors run at high pressures.
Some have even gone so far as to one up us! "If the ID2000 will run to 9 bar (130.5 psi) then our 2000 will run up to 10 bar (145 psi)!"
We recently ordered a set of EFI Wizard 2000cc injectors and the paperwork claimed "These injectors have been tried and tested to operate at fuel pressures in excess of 10 bar. On our larger fuel injectors such as the 2000's that translates into over 4000cc/min."
When we got them on the bench one of the first things we found was that with a 14V supply, the injectors stopped opening at about 108 psi. So much for 10 bar! Maybe they meant with a 24V electrical system?
The other thing we noticed almost immediately was that as we increased pressure, the flow decreased. That's right! At 14V supply voltage with a 5 millisecond pulsewidth the flow actually decreased as we increased pressure above about 60 psi.
Seems impossible right? Not really. There is a simple explanation, and as usual a graph to illustrate what's happening. 
We've all seen the internet math for injector flow rate right? It says that as we increase the pressure, the increase in flow is equal to square root of the pressure change. So for instance, if we increase the pressure from 3 bar to 4 bar the flow should increase by 15.4% (4 divided by 3 equals 1.333, and the square root of 1.333 is 1.154 for a flow increase of 15.4%)
This rule holds true if the injector is held wide open in the static position, but once we cycle it on and off as we would on a running engine the whole picture changes. As fuel pressure is increased more force is required to open the valve, and so the dead time increases. As a result, the dynamic flow does not increase at the rate that it should.
One of the many tests that we perform here at Injector Dynamics is the pressure sensitivity test. It involves testing the injector dynamically at 3 bar, and then increasing the pressure in small increments and measuring the flow increase.
This type of testing clearly illustrates an injector's ability to deliver fuel at higher pressures, and when the data is plotted graphically it certainly separates the men from the boys.
The best part is that it doesn't require our sophisticated equipment to perform this test.
Do you question our assertions that the EFI Wizard has real issues at high pressures (well, we don't really consider 60psi 'high')? No problem, just install one in your New Age or ASNU flowbench, set the pulsewidth to 5 milliseconds, and let it rip. (These parameters are especially convenient by the way because EFI Wizard's own flow test sheet shows flow data at 5msec. Clearly only at 3 bar though!)
So what does this test show? For starters, it shows that the ID1000 has a weaker magnetic circuit than the ID2000, or the ID725 because it will not handle the higher pressures that the other two are capable of. Those of you familiar with the ID line know that we set an upper limit of 100 psi for the 1000, while we recommend pressures as high as 9 bar (130.5 psi) for the ID2000, and the ID725. The graph makes it clear why doesn't it?
Did anyone really think we were guessing when we set those limits?
It also shows that the magnetic circuit in the EFI Wizard could benefit from a dose of Viagra.
So what would you consider to be the maximum useful pressure for the EFI Wizard 2000?
And more importantly, now that we have clearly illustrated just one of the many untrue claims made about the product, will they continue to market them using the same unproven "me too" specs?
Or do we need to continue pointing out the obvious? Stay tuned...
 EFI-102 a HUGE success in Dallas! For Immediate Release: Jan 10th, 2010 EFI University teamed up with T1 Race Development and Injector Dynamics to put on a terrific class for more than 20 students from literally all over the globe! People came from all over the USA as well as from locations as far as the UK, Jamaica, and the Middle East to learn about the latest in EFI tuning technologies in the EFI-102 "Advanced Tuning Concepts" class. Ben Strader, owner of EFI University had this to say: "The class was great not only because of the incredible amount of previously unavailable information that was delivered, but because for me, it was kind of like a class reunion with so many folks that were around at the very first few EFI classes that were ever taught by EFI University right here in Dallas! You could say that Dallas is the "Birthplace" of EFI University, and it was nice to be home!" The class included topics such as: Using P.I.D. control strategies with Boost Control, Traction Control, Lambda control and more. Also, the course included in-depth racing strategies developed on Tony Palo's world famous, "8-second" front-wheel drive drag-race Acura Integra such as "Boost by Ground Speed", "Rev Limiting by Ground Speed" and mapping the engine by using both MAP and Exhaust Manifold Pressures to aid in quickly changing turbocharger configurations without lot of re-tuning. Tony is considered by many to one of the all-time king's of import drag racing and it was nothing short of amazing to be able to use his personal race car for the demonstrations! Also on hand was Paul Yaw, of Injector Dynamics, to discuss in great detail all aspects related to fuel injector design, and the how's and why's of battery voltage compensations being applied by the ECU. He also spent a lot of time going over newer fuel injector design technologies and theory. Paul's work over the last few years has literally changed the way that modern fuel injectors are controlled, and everyone at the class was delighted to have such an innovator on hand! When asked about what was next for the EFI-102 class, Ben Strader said: "Well, it was such a big step forward in content for the tuning community that we have decided to produce a video of the course and make it available online for tuners anywhere in the world! We have already scheduled the shooting dates for the film, and we will be getting it ready for delivery before summer!" Make no mistake, after almost seven years in the business EFI University is still alive and well and still the innovator in training content and concepts! Look for this and many more video courses to come your way in 2010!
ANOTHER DRAG WORLD RECORD USING PPG!
Congratulations to Chris Miller & Tony Palo on their respective times!
The guys at NRG and T1 Racing have done it again, setting lightning times on the strip in their Hondas. Miller from NRG ran a blistering 8.5 sec @ 173MPH which is a new world record, Palo from T1 a scorching 8.8 sec @ 170MPH. Check out Youtube for the vids. Both use Honda PPG gearsets and all here at PPG would like to congratulate both Tony and Chris on the success acheived in 2009, may it continue in 2010!
Furthermore, we would like to thank all our dealers and customers for the continuing support throughout 2009, and send our best wishes for the New Year and the 2010 racing season!
We have a number of exciting developments planned for early in the New Year, so stay tuned for more..! For more information on Pfitzner Performance Gear Sets,
please visit ppgearbox.com.au
After many requests from Subaru owners, we came up with a solution for those stuck with a side feed injector and a severely lacking selection of fuel injectors. In the past, it was required to source the Tumble Generator Valves (TGV) from another Subaru application with top feed injectors and swap them and the fuel rails to convert to a top feed injector setup. Not anymore, we've developed a new injector and rail combo that will allow you to fit any of the Injector Dynamics lineup into your side feed TGV's with ease. The T1 rail conversion will cover it all from mild to wild with 725cc/min, 1000cc/min and 2200cc/min injector options (all injectors are high impedance, eliminating the need for injector resistors or peak and hold injector drivers). The rail and mounting spacers are CNC'd aluminum and are black anodized. 8mm stainless steel mounting hardware is included as well. Inlet and outlet threads on the rail are -6 AN female and seal with an oring leaving plenty of flexibility for plumbing options. The rail kit is only sold with Injector Dynamics injectors. Each kit consists of 4 injectors, 4 injector connectors, 2 rails, 4 spacers and 4 SS allen head mounting bolts. MSRP for the kit with ID725's or ID1000's is $649 MSRP for the kit with ID2000's is $1139 
http://www.t1racedevelopment.com/en/products/details/274/130/injector-dynamics/id1000/id1000-wrx-sfc.html
Start of the new year right, with an opportunity to learn from a couple of the best in the business. Dan Portera and Dave Zientara will be at T1 Race Development on Jan the 23rd and 24th to teach a class on Turbochargers and Chassis/Track setup. Some of the topics will include: Performance Turbochargers Suspension and Drivetrain setup There will also be open discussion on all topics at hand. If you want to know, we want you to know. Come to this class ready to learn! The cost of the class is $295. Contact Dan at The Turbo School to sign up. 231-830-5102. The class will fill up fast, so get your seat today before it fills up!
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