Performance Racing Industry: What’s New and Cool 2025 Edition
Last year’s PRI coverage article opened with complaints about the cold and the snow. Well, sadly, 2025 was no different. In fact, not only was there appreciable snow accumulation on Saturday, I ended up with travel delays that turned my 2 hour trip into a 10 hour ordeal. But, as always, I got to see many great folks from the industry and learn about many new and cool things ready for 2026. So, as we do always, let’s start with Radium Engineering.
New cars mean new opportunities for fuel pump hangers, and Radium has now tackled the C8 Corvette. The C8 features a saddle-style tank setup from the factory but, interestingly, one side of the setup has an accommodation for a pump, but no actual pump. Radium’s C8 hanger goes into that non-pump tank side, allowing for all kinds of different plumbing configurations, including adding port injection and other options.
While we’ve featured their vent-to-atmosphere (VTA) catch can before, now it comes with a top plate that has two threaded ports. These ports allow for different venting options, including recirculation and even PCV use cases. Or, if you just want to get the stinky vent to gases to go somewhere else, you can now do that, too.
Not pictured is Radium’s new fuel rail for the Volkswagen VR6 motor which I learned also is compatible with Volkswagen’s W12 motor, in case you were planning to build one of those.
Who likes big power? I like big power. Well, here is Precision Turbo’s new 111/115 Pro-Mod turbo. This turbo has a completely new design bearing system and a completely new wheel technology with a targeted release date towards the end of 2026. Making somewhere in the neighborhood of 3500-3800 horsepower, this turbo features a speed sensor integrated directly into the bearing housing, as opposed to being just kind of inserted into one of the air housings. Because the sensor is designed and integrated in this way from the get-go, no annoying calibrations are required.
And, if this one big power snail isn’t enough for you, Precision has added new mirror applications for class legal use cases, like their 7680 combo, which can produce somewhere in the neighborhood of 2200 horsepower.
3 comments
Regarding dry breaks, be selective in where you use them as they can introduce significant pressure drop. The way around it is to size a really big one. I wouldn’t put any dry breaks in any of the oil plumbing as you go super size on the dry breaks to get the pressure drop down.
On the heat shielding, I love SwainTech. But it WILL come off over time with significant track use. I have seen it come off of a Vektor Performance header used on a track-only Porsche. Zircotec makes a competing ceramic coating; standard warranty is 3 years but only 1 year for motorsports use. Last I was under my car, the Swaintech on the turbine housing was starting to show signs of degradation and I have a half-dozen track days on it. For a predominately street car, the bang for the buck of Swaintech is really hard to beat. It looked great on my SR20DET exhaust manifold for many years and 80k miles; I drove the hell out of that car too, but likely lower EGTs back in the day. For motorsports, the Header Shield route where they have insulation with a stainless steel foil welded on is the OEM route. The big power cars use this style insulation from the factory on the turbo turbine housings. And of course, all of top level motorsports use it everywhere.
Sorry, meant to say that if you want to use dry breaks on the oil plumbing, you can mitigate the pressure drop issue by going with really big dry breaks.
How nice to read a fully fledged article.