Another Satisfied and Happy Treadstone Customer With his new Turbo Charged Spec-V! 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!

Would you like an additional 28whp with just a simple bolt on, and have the potential for more? Seems to good to be true, at Treadstone we specialize in exceeding our customers expectation! "I am pleased :D 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!

The common V-Band Flange has risen in popularity due to its effective alternative to traditional flanged or slip fit tube connections. They have a reputation of working well in operation conditions involving stress, vibration and extreme temperature fluctuations. The innovative V-Band clamp first introduces into the market by the aerospace industry allows for a gasket free seal and the quick release feature of these clamps permits quick and simple swapping parts at the track or emergency situation. All of Treadstone Performance Engineering’s V-Band flanges are precision made from billet stainless steel stock, this insures a durable, resistant and precise end product that meets or exceeds many of the current product requirements in place today. Click Here For More Info! Casting vs Forging Casting is a manufacturing process in which metal is heated to its melting point and then pored into a cavity to produce the desired part. Forging is a process in which a piece of metal is deformed by a series of dies until the desired shape/design is achieved. All Treadstone V band flanges are CNC from forged stock. Pros and Cons: The casting products produce an isotropic design, which exhibit uniform strain and stress resistance throughout the end product; however tensile strength, elongation and impact properties decrease in the transverse and axial directions. While forged products exhibit anisotropic characteristics, exhibiting different values of a property in different directions; in practical terms means the forged end product exhibit increased strength in the vector’s line of action, which means a stronger piece where its most needed. Porous casting create voids and hallow spots within the metal that when subject to repeat heat cycling can develop cracks within the part itself making it brittle and weak, these weaknesses become more apparent when the metal is subject to torsion strain, linear stresses and high heat cycles, such as the those found on common automobiles exhaust components. To combat these effects the forging process is used, the forging process creates a more dense metal with much fewer voids and hallow spots like those found in castings, which means less crack propagation, a metal that will remain strong even after to repeat heat cycling, and display increase torsion and linear strength, this makes forged metal an ideal component for use with exhaust system in a modern turbocharged automobile. VFPTO / T3 T31 Turbine V Band Flange Used to connect to the standard T31 turbine outlet. These are the flanges you need when using a T3 based turbine housing with machined V band flange 3.105" OD. These flanges are commonly found on Precisions T3 v band outlet turbine housings, Garrett and Turbonetics have also come out with them as well. This flange also allows for use of different diameter pipes a 3.00” pipe and a 2.50” pipe for a variety of downpipe sizes and configuration. The flange is designed with an apex of 0.148” which allows for ample clamping force with the use of the correct V-band clamp pictured below. VP1 and VP2 / Precision Turbo V Band Flanges These are used in all of the Precision line of turbos that have V-Band in or outlet flanges and our soon to be Borg Warner EFR turbine housings. Machined with an apex of 0.148’’ then pared with a stainless steel heavy duty clamp, perfect for a leak free simple connection that is both affordable and race. We provide the inlet and outlet flanges, along with heavy duty 100% stainless V-Band clamps. V-Band Kits Standard V-band range in size from 2.00” – 4.00” which are ideal for any enthusiast looking for an easy solution to connecting any piping that range from 2.00” all the way up to 4.00” this provides an easy, simple and fast connection the will resist the constant heat cycling of a turbo charged system. Made from 100% 304 Stainless the clamp features thick heavy duty retainers, and thick band clamp to avoid stretching and warping from the many heat cycles they go through. The Flanges are CNC from billet material. VTR With an Apex of 0.127” and a large clamping force (due to the larger total surface area) this clamp is ideal for T4 housings with either a 3.50” or 3.00” downpipes . This flange has a 92mm OD and is widely used on many of the popular T4 turbine applications. Garrett, Turbonetics, Precision, Borg Warner….etc This uses the standard heavy duty 3” V band clamps with a deep groove retainer. VF30030 Just like the VTR flange above, this flange is only for 3” downpipes. With an apex of (0.127. This flange and clamp combo has a 92mm OD and is widely used on many of the popular T4 turbine applications. Garrett, Turbonetics, Precision, Borg Warner….etc This uses the standard heavy duty 3” V band clamps with a deep groove retainer. Perfect for tight radius bends of the downpipe. VFBWS Specially designed for the BorgWarner EFR line for 3.00” downpipe applications where tight radius is may be needed off the downpipe. This flange has a low profile compared to the larger VFBW flange below. VFBW Apex of 0.148” for 3.50” downpipe, these pictures demonstrates how easy the VFBW facilitates the adaptation of a 3.00” or 3.50” downpipe with ample welding clearance on the 3.5” pipe. VT2 and V3V / Tial (Tial inlet and outlet flanges) These are used in all of the Tial Stainless Steel V-Band inlet/outlet turbine housings up to Gt28, GT30 and GT35 sizes.. Machined with an apex of 0.148’’ then pared with our stainless steel heavy duty clamp for a perfect leak free simple. We provide the inlet and outlet flanges, along with heavy duty 100% stainless V-Band clamps. VR1 and VR2 (Tial MVR /Turbosmart Hypergate-45 outlet flange and inlet flange) VS1 and VS2 (Tial MVS outlet flange and inlet flange) Click Here For More Info!

here is a small paragraph taken from our sponsored Cobalt SS forum. "Alright, so first off ill start off why I used it. 2008 hhr 2.2 fully built, 60s, walbro 255, tvs 2.6 , header downpipe , methanol 10gph and a custom Cai routed behind bumper cover.... Well first off the intake is a 3in but the car was getting to much bypassed air, so we had it go down to a 2.5 where the maf was. Well that still had skew trims, and would never get the correct percentages. So i asked the owner of the vehicle to purchase a 2.5 air straightner from treadstone so I can get unskewed trims. So I had him purchase it. I assumed id be able to get trims down within 3 logs. Well ill put it this way from the base to now its taken 1 to get trims at 6% from 18% which it would have taken me quite a few logs without straightner..... So i highly recommend it to anyone..... Ecspecially if you are a full on custom build." Click Here For More Info!

Treadstone is proud to announce their release of their highly anticipated V-Band clamps and clamp kits. Made from 100% 304 Stainless. Designed from the ground up using a low profile V-band assembly, and low profile male and female interlocking flanges. The clamp features thick heavy duty retainers, and thick band clamp to avoid stretching and warping from the many heat cycles they go through. The Flanges are CNC from billet material(not from cast material like some competitors). Being that it is CNC machined from billet stock they are more durable; they resist warping when welding, they are heavier because of less porosity from the casting, and can withstand constant heat cycling without becoming brittle. These clamps and flanges offer unsurpassed reliability and durability, for any forms of performance applications. -100% 304 Stainless Steel Construction -Thick Heavy Duty Retainer Clamp -347 Stainless Nut -420/431 Stainless Bolt -CNC Machined Billet Flanges -Made in the USA! Click Here For More Info!

Finally arrived, after a year and a half of delays, perfecting and redesigning the 08+ cobalt stage 4 kit is now available for purchase. The Treadstone manifolds are cast using the latest in investment casting method, utilizing bulletproof 304/347 stainless steel. The high thermal inertia and excellent heat retention of cast stainless steel provides the turbocharger with as much thermal energy as possible (lamens terms: faster spooling, higher efficiency). This effect raises the overall efficiency of the system! Plus since 304/347 stainless is rust resistant your manifold stays looking good for years to come (lamens terms: larger bling factor). The downpipe is hand crafted in the USA from 304 stainless steel and tig welded to perfection. For that perfect fitment every time. Flexibility + Power + Reliability = More Wins! -304 Stainless Cast Tubular Manifold -Turbosmart 38mm Wastegate -Stainless steel Downpipe and Dump Tube (Made in the USA) -Direct Bolt-On -Journal or Ball Bearing options Available Click Here For More Info!

This is what people had to say when one of our TR1245 is compared to its eBay counterpart. "...Thanks for posting up your results. I also lost between 4-6 PSI and picked it right back up with the Treadstone. Everything that I lost was picked up with the new Intercooler (Treadstone Performer's TR1245)..." "...I/C also robbed 4-6psi of boost. I am looking into vertical core designs of the Treadstone units now that will handle 24psi of boost, with very little pressure loss..." Click Here For Info! Click Here For Intercooler Info!

Arriving at the heels of its brother the "Recirculation Bypass Block Off Valve Fitting" (Click Here For More Info!) Treadstone Performance's Borg Warner EFR Recirculation Bypass Fitting is a direct replacement fitting that replace the fragile OEM Polymer based (lamens terms: plastic) piece found on all Borg Warner turbos with integrated bypass valve. Designed and manufacturer in house, each individual fitting is CNC from a single block of billet aluminum for a show quality look, and race car durability! Click Here For More Info!

For those of you who still want to run a blow off valve, this is what you need! These fittings block off the recirculation valve found on all Borg Warner EFR Turbos as well as others in the Borg Warner line. Designed and manufacturer in house, each individual fitting is CNC from a single block of billet aluminum for a show quality look, and race car durability! LINK: Click Here For More Info!