Tomei ARMS T390M/T440M SINGLE SCROLL TURBINE KIT for Subaru EJ20 and EJ25
New option of performance turbo for EJ Single Scroll!
The all new T390M turbo kit designed to best perform especially with EJ20 Single Scroll.
It comes with the same billet compressor wheel as the existing T440M turbo but covers wider range of different needs while the T440M turbo kit is mainly for tuned EJ25 and long-stroked EJ22/EJ26.
PRODUCT INFO
APPLICATION
TYPE
P/N
CHF
NOTES
EJ20/25 Single Scroll
※Please see the table below.
T390M
173034
2050CHF
・TOMEI Turbo Suction Hose is also required on Impreza (GD#) and Forester (SG#).
・GDB Inetrcooler Duct (Subaru P/N: 21830AA102) is also required to install this turbo kit on Impreza (GDA) or Forester (SG#).
・Can be installed also to GC8 / SF5 by upgrading the turbo suction hose to a product with ID: 60mm at the turbo side end.
T440M
173030
2050CHF
FEATURE / SPEC
【Application】
IMPREZA JDM
FORESTER
GC8
GDA
GDB
GR/GV
SF5
(STI MT)
SG5
SG9
A-G
AB
A-LINE
EJ207
EJ205
EJ207
EJ257
EJ205
EJ205
EJ255
IMPREZA USDM
WRX
GD 01-03
GD 04-05
GD 06-07
GR 08-
GV 11-
VA 15-
WRX
WRX
STI
STI
STI
STI
STI
EJ205
EJ205
EJ257
EJ257
EJ257
EJ257
EJ257
T390M
Well tuned low-mid torque that 2.0L engine can spool up smoothly to the high end range.
Stress-free and easy drivability from the street to sport driving on small tracks.
T440M
Dynamic power and torque at the mid-high RPM range.
T440M is designed for steady boost even at the high end range where the stock turbo of EJ application is known to fade from around 5,500RPM.
Steady boost at the high RPM range is an essential key for tuned EJ motor.
NEW HOUSING FOR MORE EFFICIENCY
Redeveloped from the material for more efficiency to convert the energy straight to power with better lubrication and cooling.
FLOATING METAL
Reinforced actuator
High quality floating journal bearing at the center shaft.
Remarkable stability under high boost.
BOLT-ON APPLICATION
The ARMS series turbo kits all come supplied with all the required gaskets and fitting, no modifications required.
1 YEAR WARRANTY
The T390M/T440M Turbo Kit comes with a 1 year limited warranty after purchase.
The all new, forged aluminum billet compressor wheel increases even more efficiency and at the same time reduces surging that is one of the well known problems on tuning especially with AVCS applications.
TURBINE WHEEL DATA
TRIM
OUTER DIA.
EXIT DIA.
BLADES
ARMS T390M
76.9
56.0
49.1
12
ARMS T440M
77.4
61.5
54.1
11
DATA
【T390M+EJ20 S/S】Superior balance of response and power
Well balanced for quick response from the low range to the top power at the high RPM range!
【T440M+EJ22 S/S】Outstanding peak power and performance
Simply for more power making the most of EJ22.The dynamic acceleration is like a beast.
【T440M+EJ25 S/S】Torquey and powerful
Fat and pushing torque with a whole different level of power from the large displacement.
Steady boost at all range
Quick spool eliminating turbo surging, superior smoothness straight up to the high end RPM range.
Deactivate and lock your Hicas system to prevent it from interfering with your driving and get a more direct steering feel. The kit works on the following cars:
We chose to use Phosphor Bronze (Cn-Sn-P alloy) to make our Valve Guides, for its highly tensile and superior heat transferring ability, which is vital in high power and high RPM outputting engines. Since race engines these days require more power at higher RPM use , these engines now experience more extreme heat conditions. These conditions will increase the deterioration rate on these valve train related components. The Phosphor Bronze material has exceptionally lower friction and the best possible clearances can be maintained, which will reduce the stress on the valve train assembly, prevent seizures and cracking under high-stress loads.
PRODUCT INFO
APPLICATION
IN/EX
P/N
CHF
CA18DE(T)
SET
163304
289CHF
FEATURE / SPEC
MATERIAL
5191（Cn-Sn-P alloy）
TENSILE STRENGTH
590～685（Ｎ/㎜2）
HARDNESS
180～230（ＨＢ）
Still since the product will be used for extreme conditions, it will still require additional regular maintenance and periodical checks. The product can wear out faster under certain conditions. Some examples of the abnormal conditions are as follows.
■The rocker arm type assemblies will apply more lateral pressure, which will increase the wear rate. If the stem wall of the valve is rough, it will also contribute to the increased wear rate.
■Using high lift, aggressive camshafts will also increase the wear rate.
■Excessive buildup of carbon will also hinder performance and increase wear rate. When there’s a small opening at the end, it will increase the carbon buildup rate as a funnel effect.
■The results from Valve Spring surging will cause the Valve to move on an angle. This will cause both ends to open up and create deformation. Then carbon can enter the valve guides more which will increase the wear rate.
■A defective seat cut. When the seat cut’s centerline across the main 45 degree face is offline from the valve stems centerline by more than 0.01mm, this can cause increased abnormal wear rate.
■If the clearance is not within the correct 0.03-0.04mm range. The Valve will rub against the guides inner wall, this degree angle in relation to the seat cut will cause it to shift by 0.01mm more than the clearance values. The guide will take the lateral pressure point and open up the opening. The buildup of carbon will increase in the newly formed gaps.
■A worn out used Valve. It’s possible to cut down by using the part that has not worn out the stem when changing to a high lift cams. The guides can wear out when the inappropriate clearances are made. (About 0.01mm out of clearance).
■The Valve design is defective. The difference from the dilatability and the guide being worn out abnormally is when the valve that is made with different alloys, will contribute with a faster deterioration.
High quality designed springs is required to transfer the exact movement of the camshaft to the valves at high engine speeds on high performance engines. The TOMEI products are always engineered with precision in mind to suit the user’s needs. So with this in mind careful choices in material selection is made with surface coating and other technologies. Then the pre-production products are put through an extensive testing program for checking durability, quality and performance. We spend time and money to help you save your valuable time and money.
PRODUCT INFO
APPLICATION
COMPATIBLE LIFT(mm)
P/N
CHF
NOTES
CA18DE(T)
～10.35
13203R410
289CHF
FEATURE / SPEC
DIA METER
FREE LENGTH(mm)
SET LENGTH(mm)
LIFT LENGTH(mm)
COMPRESSED LENGTH(mm)
SET LOAD(kgf)
LIFT LOAD(kgf)
MATERIAL
PROCESS
COLOR ID
Φ3.90
41.0
35.0
25.0
24.0
24.2±7%
80.6±7%
SWOSC-VX
Nitride
Blue
■ Multi Coil Unequal Pitch Springs
By combining several steps of spring rates into the one spring and vibration frequency becomes amazingly high. This greatly minimizes resonance and the chances of surging.
■ Advanced Oil Tempered Chromium-silicone Alloy Steel Core
Oil tempered chromium-silicone alloy steel wire is used which is considered to be the best material for springs for performance applications and evolved it even further. Combined with a new optimized design, not only did we make it tougher, we also succeeded in suppressing valve jumps or bounce even when raising the engines speeds RPM limit.
■ Shot Peening
A process that strikes many small steel balls onto the surface of the spring at high speeds is made to enhance the surface of the spring to raise its fatigue limit. Although it has been carried out earlier during the manufacturing process.
■ Warm Setting
The process that is adding higher loads beyond the actual limits to the highly heated spring. This will modify its shape and keep it permanently fixed. We succeeded in securing the highest performance over a long period of time while preventing sagging.
■ Nitriding
The surface treatment method for making nitrogen permeates the spring and gives it large surface compression repulsion. This method was chosen to raise the fatigue limit to suit the demands or running high lift camshafts. The dangers of spring failure is greatly reduced with the 1.5 times increase in the springs fatigue limit with the combined use of Oil tempered chromium-silicone alloy steel wire and Nitriding. This is how our valve springs are suitable for use on extreme engine speed conditions of super-high revs exceeding 10,000 RPM which had not been previously possible with high lift camshafts.
Durability & Reliability, The Answer for All Professionals!!
When tuning engines for higher power output and high RPM the bearings are subjected to extreme load conditions. These harsh conditions require the bearings to be able to cope with excessive loads and stress conditions. The TOMEI Competition Bearing series are designed for fatigue resistance, durability, effective lubrication and resistance to scoring. Designed for use on engines that will be outputting 1,000 HP and at over 10,000RPM. These advanced designed bearings are suitable for the serious professionals in mind whom need results. We also have 3 grades available on all engine applications.
PRODUCT INFO
APPLICATION
PART
GRADE
SIZE
INDEICATION COLOR
STD GRADE
P/N
CHF
QTY per car
ENGINE
MODEL
RB26DETT RB25DE(T)
R32 R33 R34
MAIN INNER
Upper/ Lower Set
A
1.818～1.821
Black
0
126100
49CHF
6sets
B
1.821～1.824
Green
1
126101
C
1.824～1.827
Yellow
2
126102
D
1.827～1.830
Red
3
126103
MAIN CENTER
Upper/ Lower Set
A
1.818～1.821
Black
0
126104
152CHF
1set
B
1.821～1.824
Green
1
126105
C
1.824～1.827
Yellow
2
126106
D
1.827～1.830
Red
3
126107
CONROD
Upper/ Lower Set
A
1.500～1.503
Black
0
127100
46CHF
6sets
B
1.503～1.506
Green
1
127101
C
1.506～1.509
Yellow
2
127102
FEATURE / SPEC
■ These products are designed and produced in cooperation with Australia’s ACL Bearing Company, which supplies engine bearings and various engine components as OEM to various automotive manufacturers.
MATERIALS
The combination of these material enhancements optimize bearing performance under high loads and temperatures.
OVERLAY （P76 Material） The P76 material is used for it’s superior abrasion and fatigue resistance. The elimination of the tin flash plating improves the heat transfer through the bearing.
F781 Material The F781 material is used on connecting rod bearings for high performance engines. It has a hardened steel backing to improve the support of the bearing lining and assist bearing retention in the housing.
CRUSH
The Competition Bearing Series are designed with an increased crush (i.e. extra bearing length of typically 0.100-0.175mm). The extra crush improves the retention of the bearing in it’s housing.
Crush Height: The crush height is based on the bearing being a fraction longer than the housing seating so that a small section protrudes above the rod bore parting surface. When the rod halves are drawn together, the inserts touch before the halves, thus forcing the inserts tightly into place.
ECCENTRICITY
The wall thickness at the crown of the shell is thicker than the wall at 3/8″ down from the parting face. These Competition Bearing Series have an increased amount of eccentricity to compensate for the bearing housing bore elongation in extreme conditions and to help create an effective hydrodynamic oil film.
LOCATING TANGS (NOTCHES)
These Notches help with bearing alignment during fitment. They do not hold the bearings in place during operation, that is the function of “Crush”.
BORED SURFACE
The bore bearing surface finish method helps promote effective oil flow and to maintain adequate lubrication for both the bearings and other moving parts.
BORED SURFACE
The design of the oil grooves on the lower main bearing shell is always a trade off between oil supply to the Conrods and the bearings load carrying capacity. These TOMEI Competition Bearings generally have a 3/4 groove to give optimum balance of oil flow whilst keeping optimum load carrying capacity.
The reason why TOMEI Competition Bearing Series do not have the final tin flash plating.
General standard grade bearings will have a Tin flash plating over the entire bearing to give them the grey silver finish. Since these bearings are designed for high end race purposes, the use of the final tin flash is not required as it gives no added benefit. Therefore, these bearings may show different colouring, which is normal.
The disadvantages of using the Tin Flash Plating are 1. Heat dissapation will be reduced. 2. The tin on the bearing back can act as a lubricant at high temperatures, and reduce the friction between the bearing and its housing. 3. At high loads and temperatures the tin plating on the bearing back can break down and “pool” to create hot spots.
To ensure the optimum bearing performance, the TOMEI Competition Bearing Series has not adopted this type of final tin flash plating. Thus the appearance of uneven colouring on our bearings. This poses no issues with performance and bearing efficiency so please do not be alarmed by it. There is a protective oil coating administered during packaging for protection against the elements. Please remove this oil coating prior to use. The protective oil coating will allow the bearings to have a storage shelf life of up to 3 years.
During the development of the ARMS turbines we also checked the suitable fuel setup, camshafts, compression ratio and collected the right data and setup with the REYTEC and TOMEI ECU. We found the best balance not only for the engine bench dyno but also for the daily driven Sports car use. The data collected during R&D proved to be the best balanced all round performance for street use and even at event days from Time Attack to Drift after being analysised from data logging.
During the development of the ARMS turbines we also checked the suitable fuel setup, camshafts, compression ratio and collected the right data and setup with the REYTEC and TOMEI ECU. We found the best balance not only for the engine bench dyno but also for the daily driven Sports car use. The data collected during R&D proved to be the best balanced all round performance for street use and even at event days from Time Attack to Drift after being analysised from data logging.
Make the most of the beast with this all new, best and super high flow racing exhaust! Precisely tuned for the pure racing sound while keeping the moderate volume.
The Ti RACING competition exhaust system is now offered for those R35 owners demand the best of the best. Catless, straight-through design all the way after the front pipes optimizes the exhaust flow for true performance while maintaining the elegance of the R35 exhaust note.
PRODUCT INFO
APPLICATION
P/N
CHF
NOTES
R35 GTR
441007
5365.-
・FOR OFF ROAD USE ONLY. Does not fit MY 2017 and up except Pure Edition.
FEATURE / SPEC
Ti RACING Titanium Exhaust series has been designed to improve total performance while reducing the sound as much as possible to meet the sound regulation at the tracks, while EXPREME Ti series has been designed just to unleash engine’s true potential and improve the total performance.
ORIGINAL TITANIUM MATERIAL To ensure and maintain reasonable price, supreme quality and stable supply, this product is made from TOMEI original titanium material which is refined from raw material and made into performance parts all under quality controlled environment.
END TIPS Blue burnt titanium color and laser marked TOMEI logo on the end tips.These together give it the great appearance and prove the best quality.
PRECISION WELDS Titanium is known as a difficult material to weld.Its strength, long-life and beautiful appearance all prove the true quality.
MAIN MUFFLERS Large muffler shells eliminates problem of sound issues at the tracks without reducing performance.Stamped TOMEI logo and gradation titanium color on the mirror finished mufflers.
HIGH QUALITY GLASS WOOL Filled with even more glass wool comparing to existing EXPREME Ti series to reduce and tune the sound.High quality long filament glass wool is very durable and prevents aging deteriorations caused by continues high heat and high pressure.
MID PIPE Sub mufflers in the cat-less mid pipes to reduce the volume as much as possible without reducing performance to meet the growing problem of sound issues at the tracks.
KIT CONTENTS
MAIN PIPE A (1)
MAIN PIPE B (1)
MID Y PIPE (1)
SUB MUFFLER RH (1)
SUB MUFFLER LH (1)
MAIN MUFFLER RH (1)
MAIN MUFFLER LH (1)
END TIP (2)
END TIP (2)
MUFFLER BAND RH (1)
MUFFLER BAND LH (1)
CLAMP BAND φ102 (2)
CLAMP BAND φ80 (4)
GUSKET (2)
BUTTON BOLT (4)
SPRING (4)
MUFFLER BAND RUBBER (2)
FLANGE BOLT (2)
FLANGE NUT (2)
SENSOR PLUG (2)
SEAL WASHER (2)
ALLEN KEY (1)
BOLT SMOOTH PASTE(1)
SPEC
The straight-through sub mufflers in the catless center piece reduces the sound despite the large diameter 80-102-80mm to meet the growing problem of sound issues at the tracks without reducing performance. Full titanium made, true straight structure without any narrowing or restriction reduces 14.5kg of weight compared to the factory exhaust.
To truly enjoy the FA20 is to extract the most from it in NA form. So maximum weight reduction is an essential part of it. This product is specifically designed for competition use. With the absence of a catalytic converter, the pipes made from Titanium, this drastically reduces the overall weight to compliment the power gains. When fitted to a car that has a forced induction setup, it greatly enhances the performance gains with the improved exhaust flow efficiency. This is one of the key products to extract the performance potential of the 86/BRZ/FR-S.
ARMS M8265 guarantees amazing performance for all RB25DET no matter drift competition or street daily driver!
PRODUCT INFO
APPLICATION
TYPE
P/N
CHF
NOTES
R33/R34 C34/C35/WC34 RB25DET
M8265
173029
2070.- TTC
FEATURE / SPEC
Flat Primary Exhaust Pressure
The boost build up is neither sluggish nor abrupt; we have designed this to be natural and smooth.This characteristic provides a stress free driving experience with easy vehicle operation.
Unleash the true performance of ARMS M8265
Peripheral parts such as Poncam, Cam Gear, Head Gasket, Forged Piston, Down Pipe etc… These parts make synergistic effect when combined with the ARMS Turbo.
100% BOLT ON
The ARMS series turbo kits all come supplied with all the required gaskets and fitting accessories for a true bolt on application out of the box. So it can be installed immediately without the need to hunt for other parts.
FLOATING METAL
A Floating Bearing (Journal Bearing) was adopted for use on the shaft.
1 YEAR WARRANTY
The ARMS RB25 M8265 Turbine Kits come with a 1 year limited warranty after the product has been registered with Tomei Powered shortly after purchase.
SPEC
COMPRESSOR WHEEL DATA
TYPE
TRIM
INNER DIA.
OUTER DIA.
BLADES
RB25DET STD
–
53
48.5
66.5
6/6
ARMS M8260
65
52
54.8
76.2
6/6
TURBINE WHEEL DATA
TYPE
TRIM
OUTER DIA.
EXIT DIA.
BLADES
RB25DET STD
–
70
43.0
51.5
9
ARMS M8260
82
77
58.8
67.0
11
DATA
MAINTAINING POWER AT HIGHER TUNING
With the stock displacement, you can expect to see good power from 6000rpm and higher. But with the increase in the engines displacement, even more potential gains are possible.
High quality designed springs is required to transfer the exact movement of the camshaft to the valves at high engine speeds on high performance engines. The TOMEI products are always engineered with precision in mind to suit the user’s needs. So with this in mind careful choices in material selection is made with surface coating and other technologies. Then the pre-production products are put through an extensive testing program for checking durability, quality and performance. We spend time and money to help you save your valuable time and money.
PRODUCT INFO
APPLICATION
TYPE
COMPATIBLE LIFT(mm)
P/N
CHF
NOTES
R33RB25DE(T)
A
～8.80
13203R855
432.68（TAX inc 466）
B
～10.25
163022
648.09（TAX inc 698.00）
・With Intake side retainers ・For solid conversions
FEATURE / SPEC
DIA METER
FREE LENGTH(mm)
SET LENGTH(mm)
LIFT LENGTH(mm)
COMPRESSED LENGTH(mm)
SET LOAD(kgf)
LIFT LOAD(kgf)
MATERIAL
PROCESS
COLOR ID
A TYPE IN
Φ3.80
36.2
30.6
21.6
19.0
23.9
62.4±5%
SWOSC-V
Nitride
Green
A TYPE EX
Φ3.90
41.0
34.4
25.6
24.0
25.6±7%
72.1±7%
SWOSC-VX
Nitride
Blue
B TYPE (IN/EX)
Φ3.90
41.0
35.0
25.0
24.0
24.2±7%
80.6±7%
SWOSC-VX
Nitride
Blue
■ Multi Coil Unequal Pitch Springs By combining several steps of spring rates into the one spring and vibration frequency becomes amazingly high. This greatly minimizes resonance and the chances of surging.
■ Advanced Oil Tempered Chromium-silicone Alloy Steel Core Oil tempered chromium-silicone alloy steel wire is used which is considered to be the best material for springs for performance applications and evolved it even further. Combined with a new optimized design, not only did we make it tougher, we also succeeded in suppressing valve jumps or bounce even when raising the engines speeds RPM limit.
■ Shot Peening A process that strikes many small steel balls onto the surface of the spring at high speeds is made to enhance the surface of the spring to raise its fatigue limit. Although it has been carried out earlier during the manufacturing process.
■ Warm Setting The process that is adding higher loads beyond the actual limits to the highly heated spring. This will modify its shape and keep it permanently fixed. We succeeded in securing the highest performance over a long period of time while preventing sagging.
■ Nitriding The surface treatment method for making nitrogen permeates the spring and gives it large surface compression repulsion. This method was chosen to raise the fatigue limit to suit the demands or running high lift camshafts. The dangers of spring failure is greatly reduced with the 1.5 times increase in the springs fatigue limit with the combined use of Oil tempered chromium-silicone alloy steel wire and Nitriding. This is how our valve springs are suitable for use on extreme engine speed conditions of super-high revs exceeding 10,000 RPM which had not been previously possible with high lift camshafts.
TECHNICAL INFOMATION
High lift camshaft could not be used for ECR33 RB25DET because NVCS oil pipe is running beneath the valve spring and it restricts the amount of the intake valve lift. Neither, could strengthen valve spring have been manufactured according to its construction. Now, we developed RB25DET special intake valve retainer that enables corresponding to high lift camshaft by 10.25mm, by enlarging the amount of valve lift. Deceleration of the valve can be also secured by applying strengthen valve spring, which is required for the high lift camshaft and high rotation of the engine.
Terminology
【Surging】 The Phenomenon which material of the valve spring resonance and causes the spring itself to vibrate violently.
【Jump】 The Phenomenon that the valve rallies to the cam surface instead of settled back. It happens when the valve cannot follow the camshaft rotation and lifted irregally.
【Bounce】 The Phenomenon that the valve is bouncing repeatedly from valve seat other than sticking to it when it is closing.
【Fatigue】 Breakage that occurs during the repeat operation of the spring. (The larger lift, the more possibilities to get fatigued)
【Sag】 The Phenomenon in which the load (free play) of a spring decreases while inuse. It is related to the maximum stress under operation and use time.
■ Super Lightweight Duralumin The Duralumin alloy was chosen for it’s super light weight properties. So our product is made from 100% Duralumin.
■ SUPERIOR ACCURACY Both the pulley and the gear sections were manufactured from special precision methods. This helps secure the set position from the transmission drive to the timing belt.
■ SUPERIOR DURABILITY Highly durable in contact areas with the timing belt has been greatly enhanced by giving the industry’s first product to have deep anodized colouring applied to the surface of the pulley. It is suited for Drag Racing Cars that are well over 1000 HP and rev well past the 10,000 RPM mark. There are also no signs of the colour coming off.
■ UNIQUE DESIGN THAT STANDS OUT Every bit of the pure Duralumin was processed with the deep anodized colour. With the functional design.
■ USER FRIENDLY ADJUSTABLE SCALE Great consideration was taken in making a simple and easy to follow adjustable scale for anyone to understand.
TIPS
SLIDING ADJUSTER
The simple graph makes it easy to change the engines characteristics with the simple sliding adjustments of the Cam Gear. If the intake valve timing is advanced (i.e. 120° to 110°) then performance gains are achieved at low RPM. If the intake valve timing is retarded (i.e. 110° to 120°) then performance gains are achieved at high RPM. Camshafts with no dowel pin attached will require you to check the timing adjustments with a dial gauge and scale board.
EASY VALVE TIMING ADJUSTMENTS WITH PONCAM
The Poncams valve timing has been preset at 110°. This Valve Timing has been calculated as the best setting for both performance and drivability. You can adjust the engines performance by making adjustments with the cam Gear carefully. This easy adjustable system is a great advantage over other conventional designs.
The sealing performance has been improved considerably with the super grommet,to suit these engines and has been proven to brliver excellent relibility.
SUPER GROMMET TYPE
The dual sealing method of the bead structure & metal grommet, provides maximum sealing for the coolant, oil & gases around the bore circumference.
■ Heat Conductivity & The Strength of Stainless Steel
Stainless steel was chosen to be the material of choice to make the Metal Gaskets with because of the heat conductivity efficiency of the stainless steel material to evenly distribute the heat and aid with cooling. This will greatly improve reliability and reduce the chances of problems. The natural high tensile qualities of Stainless Steel greatly helps with increasing the joint ridged of the cylinder head with the cylinder block. This helps minimize the engine from warping when under severe stress loads that performance engines go through when running high power applications. The result is improved durability and added power gains.
■ ABOUT MARKING
All our metal head gaskets are laser marked with Models, Bores, Thickness, and TOMEI POWERED INC. company name. Since there are similar/counterfeit goods on market, please make sure logos on Gasket.
Sample Compression Ratio
●TURBO
GASKETφ87.0
PSITON STDφ86.0
PSITON TOMEI φ87.0
1.2mm
Approx.9.0
Approx.8.5
1.5mm
Approx.8.7
Approx.8.2
1.8mm
Approx.8.5
Approx.8.0
2.0mm
Approx.8.3
Approx.7.9
GASKETφ88.0
PSITON STDφ86.0
PSITON TOMEI φ87.0
1.2mm
Approx.9.0
Approx.8.5
1.5mm
Approx.8.7
Approx.8.2
1.8mm
Approx.8.4
Approx.8.0
2.0mm
Approx.8.3
Approx.7.9
●TURBO 2.8L KIT
GASKETφ87.0
PSITON TOMEI 2.8L φ86.5
PSITON(VALVE RECESSED) TOMEI 2.8Lφ86.5
1.2mm
Approx.9.0
Approx.8.8
1.5mm
Approx.8.8
Approx.8.6
1.8mm
Approx.8.6
Approx.8.3
2.0mm
Approx.8.4
Approx.8.2
GASKETφ87.0
PSITON TOMEI 2.8L φ87.0
PSITON(VALVE RECESSED) TOMEI 2.8Lφ87.0
1.2mm
Approx.9.1
Approx.8.9
1.5mm
Approx.8.9
Approx.8.6
1.8mm
Approx.8.6
Approx.8.4
2.0mm
Approx.8.5
Approx.8.3
GASKETφ87.0
PSITON TOMEI 2.8L φ87.5
PSITON(VALVE RECESSED) TOMEI 2.8Lφ87.5
1.2mm
Approx.9.2
Approx.8.9
1.5mm
Approx.8.9
Approx.8.6
1.8mm
Approx.8.7
Approx.8.4
2.0mm
Approx.8.6
Approx.8.3
●NA
GASKETφ87.0
PSITON STD φ86.0
1.0mm
Approx.10.0
1.2mm
Approx.9.7
1.5mm
Approx.9.4
1.8mm
Approx.9.2
Values of the sample compression ratios are calculated out based on the factory spec data. Adjustment of the compression ratio must be based on the measurement of the actual engine.
Larger diameter for improved exhaust efficiency and precision clearance design
The stock joint pipe is not only narrow, it also has flattened sections which severely limits the performance gains from fitting a high efficiency manifold. However, our new pipe has its sections welded together to maintain a wide Φ60.5 diameter throughout with additional weld beads on the inside for rigidity.
KIT CONTENTS
JOINT PIPE (1)
GASKET (2)
FLANGE BOLT (1)
STUD BOLT (2)
FLANGE NUT (4)
BOLT SMOOTH PASTE (1)
Includes all gaskets, nuts, bolts etc. required for installation.
APPLICATION
PART NUMBER
TOYOTA 86
P/N 431104
SCION FR-S
SUBARU BRZ
MSRP 359 (CHF)
Designed for Competition Use only
TEST RESULTS WHEN FITTED WITH A TOMEI EXHAUST MANIFOLD
SPECIFICATIONS COMPARISON VS STOCK
EXHAUST MANIFOLD SIDE
MUFFLER SIDE
MATERIAL
PIPE DIAMETER
（Φ）
PIPE
THICKNESS
(mm)
FLANGE
THICKNESS
(mm)
WEIGHT
(kg / lbs)
STOCK
–
54.0
1.5
10.0
2.0 / 4.4
TOMEI
SUS304
60.5
1.5
11.0
1.5 / 3.3
OTHER FEATURES
Even with the stock setup, handling around the joint pipe pass-through is challenging given the limited clearance. However, our dedicated engineers have achieved precision clearance even with the wider pipe.
Other exhaust related parts released together for the 86/FR-S/BRZ
High quality designed springs is required to transfer the exact movement of the camshaft to the valves at high engine speeds on high performance engines. The TOMEI products are always engineered with precision in mind to suit the user’s needs. So with this in mind careful choices in material selection is made with surface coating and other technologies. Then the pre-production products are put through an extensive testing program for checking durability, quality and performance. We spend time and money to help you save your valuable time and money.
PRODUCT INFO
APPLICATION
TYPE
COMPATIBLE LIFT(mm)
P/N
CHF
NOTES
SR20DE(T)
A
～12.50
173004
259.-TTC
B
～12.50
163055
931.- TTC
Double springs and special titanium retainers With spring seats
RNN14
～12.50
13203R301
698.- TTC
Double Spring
FEATURE / SPEC
DIA METER
FREE LENGTH(mm)
SET LENGTH(mm)
LIFT LENGTH(mm)
COMPRESSED LENGTH(mm)
SET LOAD(kgf)
LIFT LOAD(kgf)
MATERIAL
PROCESS
COLOR ID
A TYPE
Φ4.00
48.0
40.0
27.5
26.5
25.6±7%
81.6±7%
SWOSC-VX
Nitride
Red
B TYPE
INNER
Φ2.50
35.2
32.2
19.7
18.7
3.4±8%
23.4±8%
SWOSC-VX
Nitride
Red
OUTER
Φ4.00
48.0
40.0
27.5
26.5
25.6±7%
81.6±7%
SWOSC-VX
Nitride
Red
COMBINED
29.0±8%
105.0±8%
RNN14
INNER
Φ2.30
43.3
31.0
19.0
17.5
9.0
24.0
SWOSC-V
Nitride
Nil
OUTER
Φ3.80
46.4
38.0
26.0
24.4
20.0
60.0
SWOSC-V
Nitride
Nil
COMBINED
29.0
84.0
■ Multi Coil Unequal Pitch Springs By combining several steps of spring rates into the one spring and vibration frequency becomes amazingly high. This greatly minimizes resonance and the chances of surging.
■ Advanced Oil Tempered Chromium-silicone Alloy Steel Core Oil tempered chromium-silicone alloy steel wire is used which is considered to be the best material for springs for performance applications and evolved it even further. Combined with a new optimized design, not only did we make it tougher, we also succeeded in suppressing valve jumps or bounce even when raising the engines speeds RPM limit.
■ Shot Peening A process that strikes many small steel balls onto the surface of the spring at high speeds is made to enhance the surface of the spring to raise its fatigue limit. Although it has been carried out earlier during the manufacturing process.
■ Warm Setting The process that is adding higher loads beyond the actual limits to the highly heated spring. This will modify its shape and keep it permanently fixed. We succeeded in securing the highest performance over a long period of time while preventing sagging.
■ Nitriding The surface treatment method for making nitrogen permeates the spring and gives it large surface compression repulsion. This method was chosen to raise the fatigue limit to suit the demands or running high lift camshafts. The dangers of spring failure is greatly reduced with the 1.5 times increase in the springs fatigue limit with the combined use of Oil tempered chromium-silicone alloy steel wire and Nitriding. This is how our valve springs are suitable for use on extreme engine speed conditions of super-high revs exceeding 10,000 RPM which had not been previously possible with high lift camshafts.
When over revving or miss-shifting the SR engine whilst at 7000 RPM and over during circuit runs or drag racing can sometimes cause the tappet side of the rocker arm to jump and rocker arm to come off. This Rocker Arm Stopper is a simple cost effective part which holds the lash adjuster side of Rocker Arm in place with a fixed clearance that prevents the rocker arm from disastrous results when the arm jumps and so will protect your engine from terminal damage.
PRODUCT INFO
APPLICATION
P/N
JPY
NOTES
SR20DE(T)
(R)PS13,S14,S15,P10
13220R300
￥6,000（Tax inc 6,480）
・ The S14/15 Rocker Covers will need some additional work. ・Cannot be used with VVL. ・ Can be used with Solid Pivot conversions.
The oil in the sump will forced to the side walls of the oil pan during side G force loads during Drifting, Time Attack and Drag Racing use. These problems can escalate to serious oil starvation in the engine when there is inadequate oil in the sump for the oil pickup which can lead to engine failure. This oil pan increases the capacity with an extra 600cc without compromising the ground clearance so really low cars will not have any issues. With the internal design featuring 2 swing back doors which further aid with holding the oil in the center of the pan for the oil pickup point.
The Silvia N2 race car was powered by a Tomei 270HP NA engine which back in the day was named the “Ultimate SR20 Race Engine”. The regulations prevented the use of a dry sump setup so under the extreme track conditions the standard wet sump setup had to be re-designed to cope with the requirements that the race engine needed. Road clearance was taken into account for the ultra low ride height of the car and even after all these years this oil pan is still popular with SR20 users.
■ Designed for G-Forces
The 2 plates with the one way rubber valve made in the pan are specifically designed to keep the pickup submerged in oil at all times.
The stock oil pan was not designed for the serious performance so when the oil moves away from the pickup and then if any air gets sucked into the lines. Then that brief moment when no oil is supplied to the vital areas, metal contact is made and unwanted metal friction in sensitive areas which then leads to engine failure.
■ High Strength & Accurate Welds,Maintain Road Clearance
Our highly accurate welding on pan with our famous strict standards to ensure no oil leaks with the high quality welds and as a direct bolt on product as you would expect. Unlike the cast type oil pans this is made with stronger materials which will take a good hit and not crack like a cast based one would. Stronger and safer for your engine.
■ Optimum Oil Level
The extra 600cc was decided as it was found to be the best amount to suit for the required performance to suit the needs of the N2 race cars in the past. Still to this day this is still the best amount for Time Attack, Circuit use, Drift and Drag Racing. Designed to maintain an adequate level of oil for the pickup to supply the engine without compromising performance with unwanted friction on the spinning crankshaft or extra weight.
【OIL SPLASHING & WINDAGE】 The combination of the spinning crankshaft and G-forces will cause cavitations (oil bubbles) at higher engine speeds which leads to erratic oil pressures and reduced oil supply to the engine.
※The difference between the short and long type is the bottom threaded section. Please check the distance between the base of the screw thread to the top of the boot prior to purchasing. These designs will not change your gear levers stroke distance.
※Please check your thread size, prior to making your purchase.
FEATURE / SPEC
■DURACON MATERIAL
A popular synthetic resin material that is often used for competition because of its heat resistance and high durability properties. When used for a shift knob, the beautiful glossy surface finish is comfortable for anyone’s hands.
The all new, forged aluminum billet compressor wheel increases even more efficiency and at the same time reduces surging that is one of the well known problems on tuning especially with AVCS applications.
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