Posts Tagged ‘tilton’

Titan Motorsports releases Street and 6 Puck Performance Clutch Kits for the MKIII and MKIV Supra

May 8th, 2012 Comments off

For over a decade we’ve been developing parts to help drivers reliably increase the horsepower in their Toyota Supra.   To help make sure all that power gets put to the ground we’ve developed our own Titan Motorsports clutches kits for the MKIII and MKIV Supra.  Combining experience gained from our in house tuning department and data gathered from our drag race program, It has allowed us to develop a clutch that offers superior holding power with improved drivability. 
For the MKIV Supra, we currently have kits in 2 available configurations, a Street Clutch and a 6 Puck Sprung Aggressive Clutch.   The street clutch kit is designed for cars equipped with factory turbo chargers or smaller single turbochargers and will handle 485lb/tq.  It offers smooth engagement with a slightly more aggressive pedal pressure for consistent pedal feel.  The 6 Puck Sprung Disk clutch kit was designed for mid frame and larger turbochargers and is rated at 620lb/tq.  The 6 puck Sprung clutch design will offer better heat dissipation in high horsepower applications, with an more aggressive engagement than the street disc.   For the MKIII Supra a single offering of a 6 puck Sprung clutch rated at 500lb/tq  is available, which is also compatible with 1JZ engine combinations. Our Titan Motorsports clutch kits are compatible with the OEM Toyota dual mass flywheel, as well as many lightweight aluminum and chromoly aftermarket flywheels. We are expanding our clutch line in the coming months, with these being our first releases.
Titan Motorsports clutch kits include a clutch disc, alignment tool, pressure plate and all necessary replacement bearings.
MKIV (93-98 Supra Turbo) Sport Clutch Kit     
Part Number:  TMS SUP-DRV-701
Price:  $650.00
MKIII (87-89 Supra 7MGTE or 1JZ-GTE) 6 puck sprung Clutch Kit
Part Number   TMS SUP-DRV-700
Price:  $700.00    
MKIV (93-98 Supra Turbo) 6 Puck Clutch Kit
Part Number  TMS MK3-DRV-700
Price:  $749.00

Heads Up Test: Tilton TSR-1 Vs Castrol SRF

December 22nd, 2009 Comments off

Trying to find the right brake fluid for your vehicle? There are many different brake fluid brands on the market today, and some people feel that Castrol SRF is one of the best. Recently, Tilton Engineering released their own new line of high performance and racing brake fluids. A test conducted for Tilton Engineering’s brake division, TB&C (Tilton Brake & Control), reveals the differences between these premium fluids.

Castrol SRF v Tilton TSR-1 – a comparison of Wet Boiling points and Wet Vapor Lock Points


Castrol SRF is a brake fluid used in racing. The product is unusual in being based on silicate ester technology. This technology enables a high boiling point and in Castrol’s literature is also reported to give a wet boiling point of > 260°C. It was desired to measure the wet boiling point of Castrol SRF and compare this with Tilton’s equivalent product (TSR-1) which is based on borate ester technology.


Two initial “trial” humidifications were conducted using the method contained in the SAE J1704 specification modified to include both Castrol SRF and Tilton TSR-1 within the same desiccator.Four further humidifications, using the normal SAE J1704 method, were then conducted -2 on each fluid. Water contents of both the control and test fluids were measured at the end of each test and a correction factor applied as outlined in OAM 2 to establish true water pickup. Boiling points of a least one humidified fluid of each type were taken. Due to the very unusual boiling point behaviour shown by the Castrol SRF this test was repeated.A standard series of samples was then prepared by adding measured percentages of water to a new example of each fluid, the percentages being designed to cover be water pickup range during their service life of the fluid. The Vapor Lock Point of these samples was then determined using a Castrol “Showa” Vapor Lock tester. The boiling behavior of these samples was also observed using the standard SAE norms.

2. Observed Boiling Point of Castrol SRF -samples from first and second humidification tests

First bubbles visible at 110° C. From 140 -180° C product refluxes at between 0.5 and 1 drops/sec. From 180 -190°C product refluxes at 1-2 drops / sec. By 210°C refluxing has almost stopped and a heavy crystalline precipitate is visible on the wall of the condenser. From 210 – 270°C there is little or no reflux. From 270 to 290°C reflux commences finally stabilising at around 285°C at 1-2 drops a second. No difference in boiling behaviour was observed between humidified fluid and fluid to which an equivalent percentage of water had simply been added.

3. Samples with added water –ERBP and VLP tests


From the results observed it would seem that the Castrol SRF is in fact substantially inferior to the Tilton product in the area of true wet boiling point. Although the Castrol product absorbs far less water than the Tilton product, this water is less firmly bound and therefore may be released in the form of vapor at lower temperatures.

It is true that if one uses strict SAE J1704 test criteria then the Castrol wet boiling point is ultimately considerably above 260°C which is well in excess of the Tilton product. However this ignores the fact that the current test procedure is not designed for products such as SRF and allows an earlier period of reflux at a relatively low temperature. This early reflux is prevented from being recorded as the true wet boiling point by the deposit of the water in the form of hydrate on the condenser surface. Naturally when in the braking system this could not happen.

For any comparison between Castrol SRF and more conventional fluids therefore, the Vapor Lock Point will be far more relevant than wet boiling point as the Vapor Lock tester simulates boiling behaviour in a closed system. Indeed the only reason for measuring boiling point in the laboratory is to obtain an idea of what the Vapor Lock Point will be when in the braking system.

If we then compare the Vapor Lock Points of the two fluids, it becomes clear that while both fluids start life at a similar very high level, over most of the water pickup “range” the Vapor Lock Point of the Tilton fluid is substantially higher. However this advantage is apparently only present when water content are higher, that is, in the second half of the fluid’s anticipated service life, the Castrol product appearing to enjoy an advantage when water contents are lower.

Closer examination of these figures however shows that this “Castrol advantage” may well be an illusion. Because of the very low levels of water present in the SRF early in its service life, sufficient vapor to actually lose the brakes completely (true Vapor Lock) may not be generated. However the quantities of vapor that will be generated are quite sufficient to cause substantial lengthening of the pedal stroke and partial loss of brakes. This can be confirmed by visual observation of bubbles rising during the boiling point tests and by the fluid discharge during the Vapor Lock test as noted in the results. Confirmation of this would require setting up a simulated brake system in an oven.

In order to corroborated by an independent test laboratory who conducted a wet boiling point test. The result was almost identical. Water pickup in the Case tests was 1.67 and 1.65% on two separate samples of SRF.

Titan Motorsports Camo 996tt w/ K24/18G – 712rwhp @ 1.48 bar

May 5th, 2009 Comments off

712rwhp @ 1.48 bar ……In 94 degree heat.

We’ll be Shipping the car to Puerto Rico for a drag race on May 30th and needed to get a good tune-up in the car before she ships off Thursday. Darin has been working hard to get the Motec and factory ECU to co-operate with each other and get the car tuned. After a few hours on the ECU the car was running excellent and manged to make 712rwhp @ 1.48bar in the 97 degree heat we where blessed with today. The car is running on VP C16 fuel, and still has quite a bit left, however with the shipping deadline looming we where simply out of time to do anymore tuning. I want to thank Tony@EPL for helping us remove some fail safes in the factory ECU and his great advice along the way. I’m still impressed that the old girl is running so well with over 66k miles on the odometer and a completly factory engine. If all goes as planned we expect to hit the local test and tune tomorrow before loading the car up.

Setup :
Stock Engine, never been opened up, 66k miles
-Second Bosch 044 inline in Fuel Filter spot
-Motec M800 / EPL Motronic ECU
-Tial BOV
-AWE Straightpipes
-Injector dynamics 1,000cc Injectors
-USP Intercoolers
-Titan Motorsports Intake Fenderwell intakes

Tough Brakes for Project 996TT

December 15th, 2008 Comments off

While we were at PRI, our Stoptech Big Brake kit arrived for Project
996TT. The factory brakes on the car felt very tired and needed an overhaul
and some new pads, so we opted for an upgrade. We’ve used Stoptech kits on many
project cars in the past as well as other brake manufactures and they offer a great
overall product. The Kits include 2 piece floating rotors,ST-60 and ST-40 calipers,
stainless brake lines, mounting brackets, and street performance pads. The front rotors
are 380mm, the rears 332mm. They should look great behind the HRE monoblocks, and offer
great braking when we shake down the project soon at the road course.

We also will have the pleasure of testing Tiltons newly released brake fluid, TSR-1 Supreme. This race tested and proven fluid has an extremely high boiling point of 622 degrees Fahrenheit, meets all DOT4 specifications, and maintains very low compressibility at high temperatures. This fluid should be released to the public in February of 2009 at which point we will receive our first shipment as well. Tilton will also be Offering TBR-1 Brake fluid and an all new TCR-1 clutch specific fluid.