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Click here to check out a bad-ass in-depth look at the technical aspects behind T1 Race Development's fleet of GTRs from the TX2K12 event. Hat tip to Revvolution.com for the great coverage. If you don't already 'like' them on Facebook, click here to fix that and stay current on the lastest aftermarket performance happenings and tech info!
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A Day in the Life of T1Wake up, go fast....
 Precision customers have a history of setting records and getting noticed. They don't sit in the stands watching the action – they're the ones making it happen. Innovation is a collaborative process and Precision focuses their efforts on you, the racer. Get involved and be a part of the action today with PTE’s revolutionary new 6466 CEA turbocharger. The 6466 CEA features the most cutting-edge technology available and is rated to support 900 HP. It also showcases an all-new 64mm Competition Engineered Aerodynamics (CEA) CNC-machined, 2618-forged aluminum compressor wheel and high-flow 66mm CEA turbine wheel for an MSRP of just $1,909.99. Precision’s 6466 CEA turbocharger is offered with an air-cooled, dual ceramic ball-bearing center housing rotating assembly (CHRA) and utilizes our "Ported S" cover compressor. A multitude of turbine housing options are available to best fit a wide variety of applications and provide the ability to customize and fine-tune the turbo's performance.
PTE's PT6466 CEA Turbocharger features the following:
• Exclusive CEA (Competition Engineered Aerodynamics) compressor wheel machined from a 2618-aluminum forging • Higher efficiency and faster transient response for maximum power and performance • 64mm inducer compressor wheel • Compressor cover options: - "Ported S" compressor cover 4.0" inlet/2.5" outlet • Exclusive CEA (Competition Engineered Aerodynamics) 66mm, 76 trim turbine wheel • Turbine housing options: - T3 .63 or .82 A/R with 4 bolt (2.5") discharge - T3 .63 A/R with 5 bolt discharge (with or without wastegate hole) - T3 .63 or .82 A/R with 3" V-Band discharge - V-Band inlet .82 A/R with V-Band discharge - T4 .58, .68, .81 or .96 A/R with 3 5/8" V-Band discharge - T4 Divided .84, 1.0, 1.15 or 1.32 A/R with 3 5/8" V-Band discharge • Available with an air-cooled, dual ceramic ball-bearing center housing rotating assembly (CHRA)  New Machined From Solid (MFS) Turbochargers!
Precision also recently added two new Machined From Solid (MFS) compressor wheels to their current line. As a result of the release of the new 61mm and 67mm MFS wheels, four new Entry Level turbochargers are now available for purchase: the 6152E, the 6169E, the 6176E, and the 6776E.
Each of the four new MFS turbos will be available with our "E" compressor cover which features a 3.0" inlet and 2.0" outlet. MSRP on the 61mm wheel equipped turbos is just $899.99 while the 67mm version's MSRP is $1,079.99.
PTE’s MFS compressor wheels offer an added boost of performance over similarly-sized traditional cast wheels and can be found on a variety of turbochargers within the Entry Level line, including the four new sizes.
Widely regarded as some of the best "bang for your buck" turbos on the market today, our Entry Level line offers high-quality performance at a budget-friendly price, perfect for those who are trying to put together a cost effective turbo system.
 In the world of high performance imports and exotics, very few events are as heavily anticipated as the TX2K12 meet that takes place every year in Houston. Since the event’s inception way back in the year 2000, hundreds (if not thousands) of heavily modified Supras have been descending on the South Coast to battle for supremacy on the road course, dyno, and the dragstrip (not to mention the late-night clandestine high speed runs which allegedly take place on the highways that snake around the suburbs of Houston). In recent years, TX2K event coordinator Peter Blach has made things interesting and expanded the scope to include some serious heavy-hitters, all boosted and most making over 1000hp. Walking through the pits this year, we spotted turbos bolted to the engines of everything from Lamborghini Gallardos and Murcielagos, to GTRs, Vipers, Porsches, Vettes, Ford GTs, Sportbikes, Hondas, Evos, Silvias, and Ferraris. You name it, it’s there.  Preparation for our second year of participation in the TX2K event began many months ago, and concluded with more than a handful of Red Bull-fueled all-nighters being pulled in the week preceding the event. With a total of six GTRs and two Supras being built for competition (all while juggling our normal flow of business) time was in very short supply. Hats off to Matt, Wayne, Mike, Tony, Justin, and Ryan for all of the hard work they put in to make it happen. While managing multiple concurrent projects, the biggest chunk of wrench-time was dedicated to the fabrication and tuning of Wallace Spearmon’s 2010 R35. Built to showcase the new GT1R Series 5 turbo system, the results were nothing short of impressive. Conservatively tuned on C16, the Dynojet measured 1,187 horsepower at the wheels, with final tuning to be completed on the track. Unfortunately, during an 11th-hour shakedown run the sleeved VR38 developed a hairline crack in the block right near the base of the water jacket. While this is not an uncommon occurrence for GTR tuners that have eclipsed the thousand horsepower mark, it couldn’t have happened to us at a more inopportune time. Such is the nature of the beast. But even with the GT1R Series 5 removed from our arsenal, we still had plenty of big guns to bring, and bring them we did…
 Under ominous clouds that loomed over Lonestar Motorsports Park for the majority of the weekend, T1 Race Development took the TX2K12 by storm. With six customer’s cars participating in multiple classes, all performed well and ran personal-best times. The results speak for themselves:
In addition to their new personal best times, Reza, Tuan, and Matt swept the 60-130 mph competition in GT1R-equipped R35s finishing 1st, 2nd, and 3rd place respectively.
 OG racer and good friend Augie Hidalgo also ran a new personal best of 8.97 seconds in his single turbo 1,100 hp T1-tuned JZA80. Out of the hole, the street Supra squatted hard, yanked the front wheels, and fought for traction all the way down the track before flying through the traps at 159 mph. He also won 2nd place in the 6-speed class, coming in right behind Jessica Barton in her 8 second Supra (not a bad place to finish). Big congrats to Augie on the second place spot and his first 8 second pass, with many more to follow.
 All in all, it was a great weekend of racing and camaraderie. We’re definitely looking forward to what’s in store for next year. We’d also like to send a big ‘thanks’ out to our customers and fans. We appreciate all of the support, guys. We would also like to give a big thanks to the following folks: Peter Blach for organizing such a bad ass event, the T1 wives and families for the sacrifices they’ve made over the past few months, Jacques Rondeau for keeping us fed for the entire weekend, and the whole T1 Crew for doing whatever it took to get it done. We’re just getting started. We’ll see y’all down in Houston for TX2K13!
Click the hyperlink for pictures of the TX2K12 Drag Days and Friday Night Meet from the T1 Facebook Ask and you shall receive...sometimes at least. In this case, we got lucky. The PPG gear set has long been the best option for the Honda B series gearbox in drag applications. When introduced a few years ago the $8150 Australian retail cost wasn't too much of a blow to us in the US due to the exchange rate being very much in our favor. Unfortunately that has gone south since and an $8150 AUD retail is almost $9000 retail in US dollars. We've worked with PPG and we've been able to bring this to the US at a new retail cost of $6500! If that's not enough, it's also been re-designed and now features a wider and stronger pinion gear (the only weak link we've found when pushing these to the extremes). We've tested every gear set available and we've ended right back up right where we started, with the PPG.
To compliment the axle upgrade package and keep the rear assembly in one piece, T1 is now offering upper and lower transaxle braces that are designed to tie the differential area of the housing to the front half of the housing by tying the strong points of each half together and eliminate flex. With hard launches and wheel hop, many GTR owners have also broken the transaxle case at the rear differential location. Under extreme loads, the differential housing literally tries to separate from the front half of the case. The result is a destroyed transmission case that you cannot buy from Nissan. The only replacement option is a new transmission, which comes in at over $13,000. So the choice is yours, you can either brace yourself for the repair bill, or brace your transmission and keep on moving. .jpg) We see a trend forming here. While Civics & Integras fight to maintain their foothold for supremacy in the Honda tuning world...it seems like everywhere you turn there's another S2000 project rolling out that shatters the notions people have about this chassis. In the early years of tuning it was "No, you can't boost that motor...the compression ratio is too high"...which was followed by "Well, as long as you throw on a head gasket you can boost it a little bit". As time passed and turbocharger, fuel injector, and engine management systems advanced, we started pushing the limits on the motor and realized...you can make an insane amount of power on this motor in dead-stock form (...and actually get it to the ground.) It's amazing how far a little research & development can take you. Fast forward to the present, the S2000 has quickly become a serious contender for 'King of the Street' status. Need proof? Our friends at Real Street Performance have rolled out a perfect example of what can be done with this platform...and the results speak for themselves. With a relatively simple build (details below), some top-notch tuning, and a skilled driver they were able to rip some ridiculous times at the track this past weekend. While dialing in the AEM Launch Control, they were able to squeeze-out back-to-back 9.70's at 144mph, followed by a 9.54 at a buck-forty-seven. And while these times and traps are impressive, nothing makes a statement quite like hanging your two front tires in the air for the Mustang in the opposite lane...
Real Street Performance S2000 Build Spec:
But as the old adage goes...an ounce of prevention is worth a pound of These forged pistons are machined of high strength 2618 material. The design is lightweight, yet robust enough to deliver long service life. An offset wrist pin design is utilized for quiet start-ups, and perfect ring groove-to-skirt squareness is achieved through Manley's unique "one fixturing" manufacturing method. All GT-R pistons come with moly-coated skirts, round wire locks, premium chrome moly wrist pins, and premium steel top ring with napier second sets from Total Seal are included with every kit at no additional charge. 9310 alloy upgraded wrist pins are available as well. 
Titan Motorsports has released its stroker kit for the VR38DETT engine found in the 2007+ Nissan GTR. The kit features a 94.4mm stroke crankshaft which increases the factory 3.8L engine to 4.1L with standard bore pistons, up to 4.3L with overbore pistons. The billet crank features scalloping as well as knife edged counterweights to reduce weight and increase crankshaft aerodynamics. The crank also features a 2.200" rod bearing which allows for a larger variety of bearing material availability over the factory Nissan bearings. The kit includes Carillo rods and CP pistons produced to Titan Motorsports specifications, designed for an increase in RPM range and horsepower. The pistons are available in standard bore, over bore, or custom bore to customer specifications. The complete kit including crankshaft, rods, pistons, wrist pins and rings retails for $9,995.00 and is available for shipment worldwide.
In the meantime, I can keep myself motivated by making engine / turbo / blowoff valve sounds while wearing my new T1 GTR hoodie. And now you can too. Or if you already own a GTR...you can let everyone know what a lucky bastard you are by picking one up and rocking it for the entire world to see. And when summertime comes, you can just cut off the sleeves and convert it to a hooded t-shirt(ish) thingy...or you can just stop being a cheap-ass and buy the T1 GTR T-shirt too! Thanks to our friends at Konstant Design, you've got options... .jpg) This past weekend cool weather and clear skies prevailed, which provided us with an opportunity to begin
dialing in Shin’s R35 GTR. After a long and somewhat bumpy upgrade path (thanks to some sub-standard work done by a previous 'tuner' whose name we shall not mention) the project is finally nearing completion.  Along the way, a host of upgrades were performed on the GTR, with a focus on maximizing the power
potential of the engine while maintaining full streetability and reliability. At the centerpiece of the build lies the VR38DETT, which has been punched out to a nice and even 4.0 liters of displacement. As part of the T1 Stage 2 treatment, the rotating assembly was balanced and blueprinted as the block was fitted with big-bore forged pistons and billet connecting rods. The cylinder heads were treated with the T1 Stage 2 upgrade package as well, which consists of a full valvetrain upgrade and a proper port-and-polish job. JUN camshafts are employed to handle the valve opening and closing events, with ARP L19 studs holding the heads in place. .jpg) The task of turning wasted exhaust energy into horsepower is managed by the HKS GT800 turbo kit, supplemented with a GReddy Titanium exhaust system. Fueling needs were addressed by adding the T1 Stage 4 Fuel System, which consists of triple in-tank Walbro 400lph Fuel Pumps, Injector Dynamics 2000cc Injectors, T1 GTR Fuel Rails, Weldon Fuel Filter, and upgraded lines and fittings. Tuning duties are handled with the ever -ubiquitous Cobb AccessPORT.  With the objective of running mid-to-low nines in true-street trim, the engine was tuned on standard E85 pump gas. The net result was 834 awhp on the state-of-the-art Mainline All Wheel Drive dyno, with torque peaking at 763 ft/lbs. Datalogging EMAP (exhaust manifold backpressure), we were also able to verify that the HKS turbos are at the limits of their power-producing capabilities.  Once the engine was tuned on the dyno and transmission programming was perfected on the street, the
final phase of dialing-in the GTR was to be done on the drag strip. So we headed to the Dallas Raceway for a few quarter-mile shakedown runs. Straight off the highway and into the gates, the car was tech’d and staged. When the hammer was dropped the GTR squatted, clawed for traction, and flew down the quarter in 9.69 seconds at 145 mph. Not bad for it’s very first run. A slight tweak of the Launch Control program prior to the second pass netted an improvement of a full tenth of a second, and an e.t. of 9.59 @ 148 mph. With the sun setting and the test-and-tune session coming to a close, we were able to squeeze in one last pass before the track closed for the day. The result: 9.54 @ 145 mph, which securely places it amongst the fastest GTRs in the country. And as timeslips stack, we fully expect e.t.s to fall. Be on the lookout for this beast… In the meantime, check the video coverage: Credit to Andre at ASLPhotography.net for the amazing photos. |
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