Akrapovic Tail pipe set (Titanium) - Black - Porsche 911 Turbo / Turbo S PERON AUTOMOTIVE TP-T/S/33 (992) 2020-2022

This is not a complete exhaust system. It is the highly visible tailpipe/outlet section designed for the Porsche 911 Turbo/Turbo S (992). PERON Automotive lists TP-T/S/33 as the black-titanium option, while the natural titanium version uses a different part number. 

🔧 What makes it special?

Feature	TP-T/S/33
Manufacturer	Akrapovic
Part number	TP-T/S/33
Material	Titanium
Finish	Black, sandblasted/coated
Application	Porsche 911 Turbo / Turbo S (992)
Early fitment	2020–2022
OPF/GPF versions	Listed for 2020–2024
Type	Tailpipe set / exhaust finishing component
Character	Lightweight + extremely high-end visual finish

Akrapovič describes the outlet as having a dynamic relief surface on the inside, giving the exhaust opening a much more engineered appearance than a conventional smooth tip. 

🧠 Why titanium matters

The important point isn’t simply “titanium = lighter.”

Titanium is particularly attractive at the tailpipe because it combines:

Low mass → high temperature capability → premium motorsport appearance → excellent corrosion resistance.

The tailpipes sit in an area where exhaust heat is significant, so titanium is a logical material for a high-end performance exhaust aesthetic.

🖤 Why the black version looks so good on the 992 Turbo S

The black coating + titanium construction + large round outlets creates a much more aggressive appearance without making the 911 look excessively modified.

I’d describe the visual hierarchy as:

OEM Porsche elegance
↓
Akrapovič black titanium
↓
Motorsport/exotic appearance

The internal relief is particularly clever: when you look into the outlet, you don’t see a boring flat black tube—the textured geometry creates depth. 

⚠️ Important distinction

Don’t confuse TP-T/S/33 with an entire Akrapovič exhaust.

The tailpipe is the visible termination component. The actual exhaust system contains the mufflers, pipes, valves and other hardware. PERON’s documentation also distinguishes the tailpipe set from optional components such as link pipes/catalytic-converter-related hardware. 

So, conceptually:

Engine → turbochargers → exhaust/OPF hardware → Akrapovič exhaust components → TP-T/S/33 tailpipes → atmosphere

🏁 Technical verdict

TP-T/S/33 = 9/10 for visual engineering, 8/10 for material sophistication, but not a performance modification by itself.

Its real purpose is to give a 992 Turbo/Turbo S an exotic, motorsport-grade exhaust finish while integrating with the appropriate Akrapovič exhaust configuration.

For a 992 Turbo S, this is especially appropriate because the car already has enormous performance; the tailpipes provide the finishing touch rather than trying to create performance where the Porsche already has plenty.

Akrapovic Tail pipe set (Titanium) - Black - Porsche 911 Turbo / Turbo S PERON AUTOMOTIVE TP-T/S/33 (992) 2020-2022

JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

 

JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

This is not simply a piston upgrade. The JUN Auto 1029M-T002 is a complete high-performance 3.2-liter stroker/bottom-end package designed around the Toyota 2JZ-GTE. JUN calls it the Custom Kit EX 3.2L. 

🔧 What you get

Component	JUN specification
Engine	Toyota 2JZ-GTE
Kit	EX 3.2L
Part number	1029M-T002
Bore	87.0 mm
Stroke	90.0 mm
Displacement	3,210 cc
Compression ratio	8.5:1
Crankshaft	Billet, 1003M-T002
Pistons	Forged C-Series X6
Connecting rods	I-beam X6
Piston pins	X6
Rings	X6 sets
Snap rings	X12

🧠 Why 3.2L matters

The standard 2JZ-GTE is famous for its 86 × 86 mm bore/stroke configuration. JUN changes the architecture to 87 × 90 mm, giving approximately 3.21 L.

The important change is the 90-mm stroke.

Think of it this way:

2JZ-GTE → JUN 3.2L

86 × 86 mm
↓
87 × 90 mm
↓
3,210 cc

The extra displacement gives the turbo engine more swept volume per revolution, which can improve torque production and response, particularly when paired with an appropriately sized turbo system.

🏗️ The serious part: billet crank

The centerpiece is JUN’s 1003M-T002 billet crankshaft. JUN specifically lists the 2JZ-GTE crank as a billet unit. 

That makes this fundamentally different from a conventional “bolt-on” engine modification.

The architecture becomes:

Billet crank → I-beam rods → forged pistons → 3.2L displacement

The result is a purpose-built bottom end rather than simply modifying the factory rotating assembly.

⚙️ Piston engineering

The dedicated piston is specified at:

• 346 g piston weight
• 103 g piston pin
• 32.0 mm compression height
• Concave crown
• 16.7 cc crown volume
• 1.7 cc recess volume

JUN specifies the 8.5:1 compression ratio with a 1.6-mm head gasket as the reference configuration. 

That relatively low compression ratio makes sense for the intended turbocharged 2JZ-GTE application, leaving room for a substantial boost-oriented engine calibration.

🚀 What makes it special?

I’d describe the 1029M-T002 as a “2JZ-GTE turned into a serious modern competition-style foundation.”

The hierarchy is roughly:

Factory 2JZ-GTE
↓
Forged pistons / rods
↓
Stroker conversion
↓
JUN 3.2L EX
↓
Large turbo + appropriate fuel system + engine management
↓
High-output 2JZ build

The big advantage isn’t merely the additional 210 cc. It’s the combination of greater displacement + dedicated forged components + billet crankshaft + purpose-designed piston/rod geometry.

🏁 The verdict

Engineering philosophy: ⭐⭐⭐⭐⭐
Bottom-end strength: ⭐⭐⭐⭐⭐
Turbo potential: ⭐⭐⭐⭐⭐
Torque potential: ⭐⭐⭐⭐⭐
Street practicality: ⭐⭐⭐
Cost: ⭐⭐

This is the kind of component set I’d associate with a serious Supra/JZA80, drag, time-attack or high-output 2JZ project, rather than a casual street build.

One important distinction: the kit itself does not determine horsepower. Turbocharger selection, cylinder head, cams, fuel system, ECU calibration, cooling, lubrication and the rest of the engine build determine what the completed engine can safely produce. 

JUN’s published specification establishes the 3.2L mechanical foundation, not a guaranteed power figure. 

JUN AUTO CUSTOM KIT FOR TOYOTA 2JZ-GTE 1029M-T002

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01

 

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01

The Kreissieg LAG-01 is a stainless-steel cat-bypass pipe set designed for the early Kreissieg exhaust architecture of the Lamborghini Gallardo. 

Kreissieg lists it as the Stainless Cat-Bypass Pipe [LAG-01], while a specialist listing identifies the application as Gallardo 2004–2007. 

🧠 The engineering breakdown

What it replaces

V10 exhaust manifold → catalytic converter → LAG-01 bypass → downstream exhaust

The LAG-01 removes the catalytic-converter restriction from that section of the exhaust. It is supplied as two stainless-steel

Characteristic	LAG-01
Application	Lamborghini Gallardo
Product	Catalytic bypass pipes
Part number	LAG-01
Material	Stainless steel
Configuration	Pair of bypass pipes
Era/application	Early Gallardo, approximately 2004–2007
Construction	Kreissieg handmade / made-to-order
Primary effect	Much less exhaust restriction
Main character	Extremely aggressive V10 exhaust note

🔥 Why it changes a Gallardo so dramatically

The Gallardo’s 5.0L naturally aspirated V10 is fundamentally a high-RPM engine. Removing the catalyst section changes the exhaust system’s acoustic and flow characteristics substantially.

Think of the exhaust as three layers:

1. Catalytic converters → emissions control
They create restriction and also absorb/alter some of the high-frequency exhaust energy.

2. Bypass pipes → freer gas path
The LAG-01 substitutes a much less restrictive path.

3. Rear exhaust/muffler → final sound shaping
This becomes especially important if paired with Kreissieg’s F1-style valvetronic system.

Kreissieg’s Gallardo catalogue places the LAG-01 alongside its F1 Sound Valvetronic systems, showing that the bypass pipe is intended as part of a much more aggressive exhaust configuration rather than simply being an isolated cosmetic modification. 

🎵 The famous Kreissieg philosophy

This is where Kreissieg becomes unusual.

Its Gallardo valvetronic systems allow different sound levels, with Kreissieg describing settings ranging from approximately stock-like sound through increasingly high-pitched, F1-inspired levels. 

So conceptually:

Stock cats + stock exhaust
→ refined V10

LAG-01 + performance exhaust
→ dramatically louder, sharper V10

LAG-01 + Kreissieg F1 valvetronic exhaust
→ the extreme high-frequency, exotic/F1-inspired Gallardo sound for which Kreissieg became famous.

⚠️ Important technical trade-offs

A cat-bypass system isn’t simply “free horsepower.”

Removing catalytic converters can:

• increase exhaust flow
• reduce exhaust backpressure
• dramatically increase exhaust volume
• change exhaust-gas temperature characteristics
• trigger emissions-related faults depending on the vehicle/calibration
• make the car unsuitable for road use where catalytic converters are legally required

A specialist listing specifically warns that it cannot guarantee no CEL (check-engine light) because emissions specifications differ between countries and vehicles. 

So the LAG-01 is best understood as an extreme motorsport/show-oriented exhaust component, not merely a conventional bolt-on performance part.

🏁 The ultimate Kreissieg Gallardo concept

5.0 V10 Gallardo
↓
Kreissieg LAG-01 cat bypass
↓
Kreissieg F1 Sound Valvetronic exhaust
↓
large-flow exhaust path + electronically controlled sound
↓

high-RPM V10 scream

That’s why the LAG-01 is particularly interesting: the pipe itself is relatively simple; its real significance is how it transforms the acoustic character of the Gallardo when combined with Kreissieg’s F1-oriented exhaust architecture.

KREISSIEG CATALYTIC BYPASS PIPE FOR LAMBORGHINI GALLARDO LAG-01