This is the PTP Lava Turbo Blanket installed on a Precision Turbo and Engine CEA 6766 turbocharger, which powers our Project MKIV Supra.

PTP Lava Turbo Blanket literally rocks!

Sometimes it’s the little things that make all the difference.

by Pablo Mazlumian

When you sit down and decide to plan out a major power upgrade, you have to make sure that heat management is included. This doesn’t just mean the cooling system either.

Having the right parts to control heat, especially in a turbocharged car, is key to providing maximum performance, fuel economy, and overall engine longevity. In fact, if you can control some of the heat in the engine bay, it also means less heat exposed to all of those soon-to-be-cracking plastic components that the OEMs loves to sneak in our engine bays.

In the case of our Project Supra, we'd ordered different heat-blocking materials for various components. First, we sent our PTE CEA 6766 turbocharger's 1.15 AR divided housing and Powerhouse Racing S45 headers to Swain Tech, who applied their well-known White Lightning ceramic coating to them.

After the Swain Tech stuff we wrapped the PHR S45 headers and 3.5-in MKC Performance downpipe with some high-temp thermal wrap. We also covered the turbo housing itself with a turbo blanket, which worked well for about a year, but it later started to break down and needed replacing. After the second unit, the same thing started to happen a few months later when the Supra had a small mist of oil smoke coming out of a loosening oil-feed line. While the mist surely exacerbated any wear and tear of the blanket, we decided to search for something sturdier.

We contacted PTP Turbo Blanket to try out its T3/T4 “Lava” turbo blanket on our PTE CEA 6766 dual ball bearing turbocharger, and they sent one out.


PTP Turbo Blanket is a company which specializes in heat insulation. Its Lava brand of blankets is among the best and most popular choices in the industry.

The PTP “Lava” Turbo Blanket features an outer layer made of pulverized volcanic lava rock, which is formed into fabric and then woven into a tight, mesh weave with Kevlar high temperature and heat flame resistance sowing thread. According to PTP, they’re also insulated with high-temperature calcium magnesium silicate wool and will provide increased durability and thermal resistance under the harshest conditions.

In fact, the max temperature rating is a whopping 2300 degrees F, with a 1832 degrees F (1000 C) continuous use limit. The exterior surface can come into direct contact with up to 1800 degrees F, and the radiant heat limit is rated to 2500 degrees F.

The University of Austin’s Engine and Automotive Research program did a comprehensive test on a PTP turbo blanket, which was installed on a 6.7-liter Cummins diesel engine. Using an engine dyno, they found improved transient turbo response of over 200 RPM, along with a plethora of other improved engine characteristics like improved torque, oil temps, etc. You can read all 38 pages of it here or our own Khiem Dinh's take on the research in his Nerd-O-Scope article.


As mentioned earlier, our Project Supra was already heavily heat insulated, from its PHR tubular exhaust manifold to its MKC 3.5-in downpipe, both of which were already coated with Swain Tech’s White Lightning ceramic coating as well.

Here is a comparison between the turbo blanket the Supra was previously sporting (left), as compared to the PTP Turbo Blanket “lava” blanket (right). 
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Colorado S14
Colorado S14link
Saturday, November 07, 2015 8:46 PM
You mention the use of Royal Purple in the engine, in my experience and that of many others it kinda sucks... It has a tendency to have pretty significant viscosity shearing and your 30 or 40 weight oil often ends up as a 15 or 20 even with a relatively mild change interval. I recommend that you perform an oil analysis on your oil and check for your self, or just Google search "Royal Purple Shearing" there are countless folks on BobIsTheOilGuy who have found RP to shear pretty bad for them.

Just a heads up, I would hate to see you have a problem with all the work you put in.
Scott Helmer
Scott Helmerlink
Sunday, November 08, 2015 11:20 AM
Colorado S14: I am by no means an expert on much of anything, but the literal years I have spent training as an automotive technician have at this point taught me to question everything, especially what people say on the internet (read Mike's thoughts on "FFF's"), when it comes to mechanical/hydraulic failures.

Anyway, the point is, oil viscosity is extremely dependent upon temperature control and bearing clearances, and those two things are difficult for even seasoned, experienced mechanical engineers with many, many hundreds of hours of R&D time with which they can develop an engine with more money at their disposal than most spend on a house to get right sometimes, and since RP is made with high end racing engines that are built by seasoned professionals in mind, and as such may very well be designed to deliver optimal performance ONLY in a certain temperature range, I would start to wonder about at least most of the claims against its ability to hold a certain viscosity level, if not all of them, especially since one's ignition timing can have a huge affect, and the vast majority of people I've met with "professional" tunes have either had their friend Billy-Joe down the road tune their car, or the tuning shop they went to simply did not know what they were doing, and then 6 months later their engine popped due to, guess what, overheating, leading to oil failure, leading to critical bearing failure. This is not a slight against you, or anybody else that has experienced problems with RP, and I should note that I've never personally used an RP product except as an assembly lube for exactly these shortcomings: I have neither the experience or the equipment to determine whether ot not any engine I put together has even a cubic millimeter of space where oil can get even SLIGHTLY overheated due to unforseen circumstances. As such, I tend to opt towards more conventional oils (valvoline is my personal go-to, for example), as they're designed to work well with factory tolerances, which can be FAR from perfect.

Basically, the internet is an amazing place full of information, and bobistheoilguy is a GREAT site where a lot of people have a great level of knowledge, but oil viscosity can be greatly affected by a number of extremely tiny details, and it is at least my personal opinion that unless every single bearing is set up to have the perfect "3 layers of oil" worth of clearance at operating temperature, the tune is quite literally perfect, and the vehicle is operated in such a way that the engine is never above idle unless it is warmed up and ready to go, and never shut down before it's had a chance to cool down, then a more common brand of oil is probably a better choice. Royal Purple is designed for racecars, and should probably only get poured into one, unless every single person involved in that car's life knows their shit, period.

But again, that's just my opinion, and I encourage you to take that with a grain of salt, because internet :P
Sunday, November 08, 2015 2:28 PM
I run my Mobil 1 to 300+ every single race. I doubt most people push their engines half that hard. That said, off the shelf Royal Purple is not a racing oil. Neither is the off the shelf Redkine, though I do believe the Redline is still a group 5 base stock. The Royal Purple is not, and should not be revered any more than the now watered down M1.
Pablo Mazlumian
Pablo Mazlumianlink
Monday, November 09, 2015 6:30 AM
Thanks for the info, guys, and Colorado S14 thanks for the heads-up! I'm actually in the middle of changing the oil to Lubro Moly 5w-40 this morning, which I've liked myself but have no analysis testing with it outside of the dyno.
Colorado S14
Colorado S14link
Monday, November 09, 2015 7:12 AM
@Scott Helmer
I hear ya man and agree with most things but in this case there are tons of actual Virgin vs. Used Oil Analysis to compare that show that many of their oils have experienced shearing in many applications. This is not to say that it will always be the case or that it effects every grade of RP but just there does seem to be a trend that does not exist with brands such as Amsoil, Redline, Rotella, etc. If anything it makes me question if RP is truly a PAO/Ester based oil as they have claimed in the past.
Scott Helmer
Scott Helmerlink
Monday, November 09, 2015 10:57 AM
Supercharged111: I, and many, many other people agree with you, but it is certainly billed as being a "racing" oil, unfortunately.

Colorado S14: I wasn't saying that people didn't have positive test results showing that RP breaks down quickly/easily, I was saying that I would be quite curious to see how their engines were performing, how they were built, etc., etc., but at the same time, I have had many, many mentors in the past with decades of racing experience under each of their belts, and they all had one very common trend: they all hated Royal Purple, except as an assembly lube, and in some cases a few of them preferred it for use during break-in as well.
Thursday, November 12, 2015 9:35 AM
I have a PTP blanket on the Legacy, and it is true that it stays cool enough to touch. However, don't go showing off to your coworker about how cool it stays after a run and then accidentally touch the metal nameplate. YEOUCH!
Thursday, December 03, 2015 8:02 AM
I wonder what the effect of a turbo blanket is on the amount of oil coking in an oil cooled center section (like the Holset turbo on the Cummins that was used in the university test). I would have some concern about the heat conduction to the center section after after the oil flow has stopped cooling it (after engine shutdown) causing it to raise the temp high enough to cause some problems with coking. With a water cooled turbo the coolant continues to cool the turbo after shut down, but of course with an oil cooled unit once the pump stops so does the cooling.

I'd really like to run one of these on the Holset I have on my Supra but I don't want to cause problems.
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