TREADSTONE PERFORMANCE SUBARU INTERCOOLER
2002 Subaru WRX Specs: Wastegate Spring Pressure (~35psi): ~700WHP High Boost (50+psi): 800+WHP Final Boost Level (~40psi): 750WHP 2002 Subaru WRX Silver Bugeye Sedan Precision 6766 on E85HONDA CIVIC
TYPE R EP3 VS FK2
As the car skipped over a hump mid corner - front wheels excitedly scrabbling for grip in the process - I confidently mashed my right foot into the floor, feeling the mechanical limited-slip diff put the demands of an angry turbo engine into action. The new Civic Type R’s shift light flashed red, telling me I needed to slide into the next gear using the oh-so sweet six-speed manual gearbox.
The first thing we noticed when getting these two together was the sheer size difference. The 2015 car is 183mm wider, 250mm longer, and 26mm taller. This is part of the reason it’s also a lot heavier: the EP3 tips the scales at just 1204kg, compared to 1382kg for the FK2. But, it’s worth bearing in mind that a bigger body gives you a hell of a lot more interior space, plus 200 litres more boot room. The EP3 feels cramped in comparison.
“In terms of straight line performance, the 2015 car well and truly trumps the old one, despite the hefty weight disadvantage”
The drive


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These 304 Stainless Steel weld els fittings are used for exhaust manifold fabrication. The best components you can use to create an equal length turbo manifold. Made of 304 stainless steel and carry a lifetime warranty! Made in India, the stainless steel capital of the world, these fittings follow strict ASTM standards, set forth by manufactures all over the globe! Each fitting is stamped with the size, lot #, and "ASTM A 403 WPW 304" These same weld els are used by the top turbo manifold manufactures across the nation, the best components you can use to fabricate exhaust turbo manifolds.
We have them in schedule' 5, 10, 40 and either polished or casted. When it comes to the efficiency of your turbocharging needs, Treadstone heeds the demand for a superior product.



TREADSTONE ENGINEERING : SUBARU WRX STI INTERCOOLER KIT
Re-introducing our infamous Subaru WRX STi intercooler kit. This heavyweight is measured at 28" x 4.5" x 10.5" and can handle up to 900 HP and 938 CFM flow rate at 1.5 PSI pressure drop without even coming close to over-stressing your engine. Our kit has been tried true by some of the industries best tuners on both track and strip and is private labeled across the world. We've designed our kit to relieve the threat of heat soaking: making it the last worry on your mind. Some key features integrated into our design is a built in front-frame-brace which replaces the bumper support and fortifies front structural integrity of your vehicle. Our intercoolers enlarged internal surface area provides superior cooling efficiencies for radiating heat excess and minimizing heat soak. Another detail worth mentioning--to sell the idea of superior engineering--our replacement front-frame-brace comes grooved around welding strips to avoid rubbing caused by vibration, therefore ensuring no development of micro-fissures. Pretty much if you've thought about a common or sophisticated problem, we've thought about it even longer and have developed a truly flawless product.BUY YOURS HERE
INSTALLATION FITMENT NOTICE: *For all Subaru STi's 2002-2003 requires some trimming, for all 2004-2007 this intercooler kit will bolt right on.�
PRODUCT INSTALLATION GALLERY FOR 2003 STi:
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McCreery Racing 94' Civic 750HP Using our TR1245
- 1994 civic sfwd drag car
- 1.8l golden eagle sleeved block
- Custom je pistons
- Billet crower rods
- Supertech valvetrain
- Skunk2 pro1 cams
- PTE 6766 turbo
- TRE TR1245 intercooler
- G force dog box trans
- Makes 750hp at 25# of boost
Boost Up Instead Of Blowing Up
We think of turbochargers as god-like challengers of physics, capable of miraculously expanding the size on an engine and endowing it with awe-inspiring amounts of power. But as divine and brutish as turbos come off, the truth is a rather precarious wafer-thin layer of oil is all that's keeping a fiercely boosting turbo from going critical mass, sending shrapnel flying and bringing the party to a halt.


Oil starvation can be the result of simply burning oil, kinking a turbo oil line, losing oil pressure in some manner, suffering from oil coking or any number of other horror show scenarios. When this happens in a sudden and significant manner the bearing squeals and seizes or the wheel violently slams into the housing, which in many cases can twist the wheel completely off the shaft. Bottom line, it's game over for your turbo.
The end came quickly for these poor turbos. Death by wheel shaft snap and a twin killing featuring death by wheel explosion/housing burst. The culprit is profound neglect as evidenced by the coked oil residue resulting in a single, catastrophic event. Either way something serious has gone down. But it's not always quick. A gradual oil starvation can compromise the turbo's bearing and lead to a wheel imbalance. The wheel assembly can see well over 120,000 rpm, which explains why balance is so critical.
To evaluate a suspect turbo remove the intake set-up before the compressor inlet so you can access the wheel. Spin the wheel by the nut and note any resistance or rubbing; keep your ears open because you should be able to hear a scraping sound. Also check the shaft for endplay and lateral movement at the shaft nut; wiggle it. Bearing clearances can be properly and accurately checked with a dial indicator. The key numbers here are more than .003 to .006 inches (up and down) while endplay should be no more than .001 to .003 inches (in and out).
Compressor wheels can also be damaged by outside forces, read foreign object damage (FOD). Poor filtration (or no filtration) can introduce dust and dirt into the compressor. The objects can sandblast, chip, bend or break off blades causing an imbalance and assuring the turbo's eventual failure.
Charbroiled oil can also bring down the hammer on an unsuspecting center cartridge. Coking is burnt oil residue, a hardened version of the sludge we see falling from the sky in those Castrol GTX commercials. The coked oil blocks the flow of oil through the bearing, which signs the turbo's death certificate.
The residue at the base of this turbine wheel is oil coking. The coked oil residue conducts heat via friction, which takes out the turbo. The bluing on the shaft is a testament to how intense the heat can get prior to failure. It has also suffered foreign object damage and has shaft grooving from bearing failure. What did this turbo do wrong to deserve such abuse?
Using the proper oil; weight/viscosity wise as well as type wise, and change it at proper intervals will combat this evil. First and foremost step up to a quality synthetic; the anti-friction qualities of synthetics are light years beyond conventional, mineral-based offerings. Next, play the numbers game right. Basically the greater the difference between the numbers of multi-viscosity oil the worse the product will be for a turbo application. Stick with factory recommended weights, squeezing 1.3 extra horsepower from your engine with some 0-weight madness is not worth the long-term peril improper lubrication represents.
Let's breakdown oil viscosity ratings with 10W-40. The '10' is the oil's viscosity rating at 0 degrees. The 'W' signifies winter. The '40' rating is the oil's viscosity rating at 212 degrees. Oil engineers must balance these ratings and match the engine's operating parameters and weather conditions the engine will see.
[gallery link="file" columns="5" orderby="rand"]Employing an oil cooler can help eliminate the heat that causes coking and reap benefits for the engine's internals. Also turbo timers allow the turbo to cool properly as coking can be the result of hot shutdown where the wheel assembly spins with no movement of its lubrication, which breaks down the bearing's protective film of oil causing metal-to-metal contact. These maladies, along with poor maintenance habits, poor oil quality and starvation issues and can tag team to produce oil coking or other catastrophic conditions that spell doom to your turbo.
Diligence is key to long turbo life. Using the right oil, changing it often and knowing where the pitfalls live will keep your turbo purring and your adrenal gland pumping for miles to come.
Article by:�Evan Griffey (link:�http://www.superstreetonline.com/how-to/engine/sstp-1004-turbo-failure-boost/)
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