One of the leading manufacturers of blow-off valves and wastegates TurboSmart is know for providing quality products that withstand the abuse and use of high performance engines. Much like Treadstone, TurboSmart is always continuously innovating and improving their product line. This is why we teamed up with TurboSmart to provide you, the customer with their latest and greatest, and this is way TurboSmart is always an option on any of our kits or accessories.

So today we would like to give thanks to TurboSmart for recognizing our passion for the market we all love and work in. TurboSmart often times shines a spotlight to select dealers to show their appreciation, we here at Treadstone are very honored and proud to say TurboSmart has deemed us worth of not one but two separate recognitions one in the dealer spotlight section and the other in the product spotlight section.

Dealer Spotlight Section!

Product Spotlight!

Treadstone Product Info!

And as A special “Thank You” to TurboSmart, ALL MONTH LONG we will offer special promotions on all in-stock TurboSmart products. Call For More Details: 888-789-4586

Introduction:
Here at Treadstone one of our main goals is to educate our customers to provide them with the knowledge to safely boost any vehicle they desire. This is why we have decided to introduce “the basics,” which will be a series of blogs that will present information in a simple to understand format with liberal use of lamens terms. Today we will cover the topics of Spark Plugs and Heat ratings, how they function, their importance and the different variation. First a few definitions, A spark plug is an electrical device for delivering current from an ignition system to the combustion chamber of an internal combustion engine to ignite the compressed fuel/air mixture.

Background:
Spark plugs conceded a “portal” into your engine and subsequently your engines performance, and such is a valuable diagnostic tool. A spark plug displays the condition inside the combustion chambers of your engine. A experienced tuner can use a spark plug and its condition to find the root cause of problems, determine air-fuel ratios, and most importantly increase engine performance.

Spark Plug Basics:
Spark plugs must provide a path and a location for electrical energy from the ignition coil to create a spark used to ignite the air-fuel mixture within the combustion chamber. A sufficient amount of voltage must be supplied by the ignition system to spark across the spark plug gap, commonly referred to as “Electrical Performance.” The spark plug firing end temperature must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is commonly referred to as “Thermal Performance”, and is determined by the heat range of the selected plugs.
Spark Plugs Heat Rating:
The spark plug heat range has no relationship to the electrical energy transferred through the spark plug. The heat range of a spark plug is the range in which the plug works well thermally. The heat rating of each spark plug is often indicated by a number; lower numbers indicate a hotter type, higher numbers indicate a colder type.
i.e. One step colder Spark plug has more insulation then a one step hotter. The rule of thumb is, the end user shoud chose one step colder for every added 100-200hp when forced induction is added to the equation

Click here for more product info!

“PRECISION TURBO AND ENGINE releases their all new ultra high-flow CEA (Competition Engineered Aerodynamics) turbine wheels! Specifically engineered to produce massive power gains over older turbine wheel designs, usage of Precision’s new CEA wheels typically results in an average increase of 30-45 horsepower over comparably-sized standard designs. Furthermore, spool-up time is improved when using PTE’s CEA turbine wheels to further reduce turbo lag. Precision’s current 62mm turbine wheels will be replaced by the new 62mm CEA version whereas the current 65mm turbine wheels will be replaced with a newly-developed 66mm CEA wheel. Utilizing an enhanced design, the new ultra high-flow turbine wheels will come standard on all of Precision’s 62mm and 66mm turbochargers that also feature the exclusive CEA compressor wheels, both ball-bearing and journal bearing versions, including the 5862, 6262, 6266 and 6766 units.”
—PTE

How They Work?
At the heart of every intercooler resides the air-to-air core. The air-to-air core is the component of the system that exchanges hot charged air from the turbocharger for cooler air which enters your engine, the cooler the air entering your engine the more horsepower that can be extracted. With three different intercooler cores to choose from; Perforated cores, MDC (medium-density core) and HDC (High-Density Core), Treadstone has the core to suit your intercooling and turbocharging needs.

The Difference
Each of the three cores has a variety of advantages when it comes to cooling efficiency, pressure drop and Airflow. To achieve this each core incorporates different technologies to maximize performance. To aide in the selection of the core Treadstone Performance Engineering has made a comparison to the three cores we offer. This article shows the difference between each of the cores and a brief summary of the different technologies incorporated within. Also included is the TRE Performance Scale which is for comparison purposes only it measures performance of the core when compared to the other cores Treadstone Performance Engineering offers, not the actual performance of the cores themselves, this helps distinguish each core. When choosing a core it is imperative to choose depending on your goal, when all components are working with each other in perfect automotive harmony producing a mechanical symphony in the form of unparalleled performance from your turbo system.

Click Here For More Info!

Complete Bolt-On Turbo Kit:
If you’re looking for serious power, Turbonetics Turbo Systems are for you! They include everything you need from fuel and ignition to piping and fittings for complete bolt-on turbo performance. All Turbonetics turbo systems are true O.E. bolt-on turbo kits that does not require “hacking” in order to install. Pieces mount to existing factory positions and maintain all optional equipment including air conditioning! With these kits you no longer have to worry about 4 – 6 weeks of downtime to get a kit fabricated because all kits can be installed within 8 – 12 hours. In addition, you don’t have to worry about inexperienced tuners experimenting with your car while tuning. Because our fuel and ignition management systems come pre-programmed to maintain a consistent air/fuel ratio and timing control under all conditions.

Stock Horsepower: 160
Turbonetics Horsepower: 300HP@8psi
Thats a 140 Horsepower Gain! Absolutely Incredible!!
Click Here For More Info!

Turbo Manifold:
This is the exact turbo manifold that is found in the Turbonetics Scion TC turbo kit. We bought out the rights to this kit a year ago, and all the stock directly from Turbonetics. All parts from this kit can be purchased separately.

Note: This manifold also fits many other Toyotas with the 2.4 2AZFE including the 2nd gen xB and Matrix XRS among othersClick Here For More Info!

Wall thickness is 2mm, Inside diameter is as follows
-3.0″ Size; 76.0mm OD Lip, 74mm ID
-3.5″ Size; 88.9mm OD Lip, 85.9mm ID
-4.0″ Size; 101.6mm Lip, 98.6 ID.

Click Here For More Info!

i.e. An engine with a cylinder with 10 units of volume and a chamber with a volume of 1 has a 10:1 compression ratio.

Equivalent Compression is the resultant compression when boost is introduced. If an engine with a fixed compression ratio is boosted the equivalent compression ratio is no longer equal to static compression as it would be in a Naturally Aspired engine (NA) because the added boost introduces another level of compression.

i.e. An engine with a cylinder with 10 units of volume and a chamber with a volume of 1, with a boost pressure of 10psi of boost has an equivalent compression ratio of about 16.8:1 instead of the 10:1 calculated previously.

Compression ratios is the result of a number of engine factors, primarily the compression ratio and boost pressure. If the resultant equivalent compression ratio is too high a number of dangers can occur, such as pre-ignition which can result in server engine damage. To ensure this does not occur the first step one should take is reduce the boost or static compression ratio to within the threshold limit of the internals of the engine. Another step to counter act these effects is for the end user to upgrade higher octane fuels, forged components, and tuning among others.

This chart will help give a visual of how static compression coupled with different boost levels equate to a relative equivalent compression level, note how simple it is to add pounds and pounds of boost to the lower compression without going into the danger zone with is in sharp contrast to the higher compression ratios were just a little boost will prove hazardous without the correct supporting mods.

We achieved the chart above using the formula described below:
Equivalent Compression Ratio (ECR) = ((Maximum Boost into the engine (PSI) / Altitude in PSI) + 1) multiple by the static compression ratio = (Boost (PSI) / 14.7(PSI)) + 1) x SCR

Boost = Maximum Boost
14.7 = Psi. at Sea Level (for those not at sea level use this link here!)
SCR = Engine Static Compression Ratio

For example if you were to live in Miami with an engine with a 9.5 compression ratio with 20 psi of boost you’re calculations for equivalent compression ratio would look like this
(20 / 14.7) + 1) x 9.5 = 22.4:1

or to look at the inverse of the equation above, you have a desired equivalent compression ratio that you must not exceed due to the limitations of an internal component, which is set at 25.0:1 maximum compression and a desired boost pressure of 25 psi what is the compression ratio you need to achiever your goal?

25.0/ ((25/14.7) +1) = 9.26:1 Static Compression Ratio

*note colors are just for dramatization purposes, plenty of our customers have but 15 pounds of boost with a 10.0:1 compression ratio with the correct supporting mods without a problem. Almost anything can be with the correct supporting mods and fuels!

The Truth!
Not all high horse power applications need use of a large wastegate. Use this very simple formula to add in waste gate selection
Large Turbo + Low Boost = Large Wastegate
Large Turbo + High Boost = Smaller Wastegate
Small Turbo + High Boost = Smaller Wastegate
Small Turbo + Low Boost = Large Wastegate

In other words, if you have a 2.0 liter engine, and are using a turbo capable of 600hp, and only pushing 250 to the wheels, you may need a larger wastegate than normal to prevent boost spikes. If you are maxing out your turbo with the HP your pushing, then you may not even need a wastegate at all, so a small wastegate would be needed because the wastegate duty cycle would be very low.

Wastegate placement plays a roll in sizing also, bad placement would require use of a larger wastegate than normal

Ex. V8 applications using a T76, and pushing a close to 900whp, all you need is a properly placed 38mm wastegate. With the same set up, and only running 500whp, you will need a larger 44-60mm wastegate.

Click Here For Product Info!

Recently Jesse of Palmdale, CA who goes by the avatar of tweed on http://www.allsentra.com installed a brand new B16 Treadstone Spec-V turbo kit into his 2011 Metallic Blue Rocket!!
Here are some of the the pics of the install he performed himself, this server as a great supplemental instructions to Treadstone’s instillation and technical manuals :

Let’s Begin:
“remove the exhaust mannifold…try not to damage the gaskets”

“remove fuel rail, careful fuel under pressure here. i didnt go with the 440s i used the 550s not to sure if you will have to soldier new plugs in, i did so remove old injectors, use vasoline arround the seals and install the new ones. push into position on fuel rail first then push rail with injectors back into plate, put injector covers back on the old ones. next solder the new plugs to the harness. you will need soldiering skills and shrink tube here on this step if you do it. the colored wire will go to the red the 2toned brown yellow i believe is to the black. every injector will have a different pos color, make sure you keep them in order.”

“done here now reinstall the mani and throttle body.”

“now start installing the oneway valves as treadstone tells you to, blow on them the side you blow on that closes is the side that goes towards the manifold. this step is important.”

“next remove the oil pan bolts, then this part is tricky but no worries, use a hammer and a sharp small chissel. gently beat it in straight in several spots arround the pan to crack the seal loose, be carefull not to damage the block yhe pan is cheaper and bendable so focus your damage to it if you have to.”

“make sure you look on both sides to insure you are between the webs. drill the hole then tap it. i used a angled air drill for its small size. then put thread sealant on the fitting( the smaller one of the 2). and thread in. be careful its aluminum, i thread mine in untill it was a little past flush on the inside.”

“make sure you get all the shavings out with carb cleaner. seriously keep sprayin even after its clean just to be safe.
clean the pan and masage all dents out from removal. place it on a wood block and use a small socket and hammer to tap the dents out. then apply sealant if you use rtv put it on thick and spread out evenly across, wait 15 mins to get tacky, put the pan back on the engine and dont tighten just yet. just enough threads to hold it on, wait 10 more mins and torque them.”

“now the next step is to assemble the entire compressor/manifold/wastegate/downpipe/manifold.
use copper high temp on all the connections, i did at least.”

“wrap the downpipe as well.”

“tighten everything up, install the two studs they provide in the kit to the head, and drop it in snug it up…plumbing it is quite simple due to the awesome perfect fit piping. install the ecu bracket and ecu before putting the pipe with the maf in it. install the maf and bov first of course”

“once drilled install the intercooler low then move all the way up, leave a gap so you dont rub no holes in it though. i used some faom seal tape to protect the core.”

“make sure all couplings are tight but dont overtighten and crush the pipe.
once thats all done reinstall the radiator.”

“reinstall altenator/everything else thats not on the car.front section/ splashguard.
then the battery relocation kit is simple. pull the floor out of the trunk, drill the two holes in the box, run cables through the box, run power out of the already exhisting rubber gromet. run down the bottom of the car using the compression clamps they provide, crimp/solder the end on, mount to post and hook it up. make sure you isolate any bare spots to eliminate chance of arcing. i used a 100 amp fuse inline for extra security like they advise, buit not required.”

After you refill all the fluids and cycle the engine, check for any leeks a allow for a break in period and recheck for any leeks and then its time to go MAZDA SPEED3 HUNTING!!!

For all Sentra Based Performance Products offered by Treadstone Click Here!

If you would like to view Treadstone’s Technical write up Click Here!

If you would like to view Jesse’s Post on allsentra.com Click Here!

“I am pleased to have picked up another 28hp with my new Treadstone Intercooler. Last year the car made 470 awhp on the motor alone and made 505 awhp when we hit the nitrous intercooler strayer with the old Hyperflow intercooler. This year the car made 498 awhp on the motor and then 507 awhp when we hit the nitrous intercooler sprayer (it was cold and the bottle had no pressure, so I’d expect to see around 525 with bottle pressure.)
- Ben”

As many of the die hard Treadstoners know our STI intercooler has the largest surface area available on the market, giving it the highest potential for horsepower production. We have raised the bar in front mount intercoolers for your WRX with a massive 4.5″ deep core, 28″ long and 10.5″ high making this the new benchmark intercooler! Capable of flowing 938cfm at 1.5psi pressure loss, this unit is efficient up to 900hp without breaking a sweat! With many of our private label intercoolers already on the market today, this unit is tried and tested on the track and the strip by many of the top names in Subaru tuning.
Click Here For More Info!