has any body had any bad experiences w/ the power enterprise twin turbo system. any feedback would be helpful. oh yeah you guys can tell me your good experiences too if you want. im trying to decide which kit to get the PE one or greddy

 

installing the PE kit for the past three days not full time though.T

 

installing the PE kit for the past three days not full time though.The PE kit is very clean the Greddy cant compare where's the BB's.

 

My PE TT is being installed right now (dyno planned for Monday). Here's what I like about the kit:

- The turbos are a perfect fit for our engine: efficient up to about 14-15 psi. I have no plans to exceed that boost level, even with forged internals.

- The turbos are ball-bearing and support liquid cooling

- The intercooler is awesome. Big and efficient yet very light (weighs MUCH less than the noticeably smaller Vortech intercooler), but still retains the factory bumper.

- The piping is ceramic coated steel.

- Installation is fairly simple compared to other turbo kits. Since the turbos are small and use internal wastegates, the install is not as tight. Also, running this kit in stock form (i.e. 4.35 psi) requires no ECU wiring modification whatsoever. With manual boost control (assuming you wanted to go that route) you could have the ECU reflashed for 8psi from Technosquare as still not need any ECU wiring.

- The fuel management system looks to be very good. Larger injectors, high capacity fuel pump, FPR. I've heard that the kit provides fuel return--but I did not look at the install instructions closely enough to confirm this.

- The oil pan is friggen cool. Supports more oil and has fins for heat dissipation.

Now here's what I DON'T like about the kit:

- Although the turbos support liquid coooling, the kit does not come with coolant lines. Easy enough for an installer to do this, but they should have come with the kit.

- The kit does not come with a BOV. The fact that neither the Greddy nor the PE have this as a standard feature seems crazy.

- The manifolds are more prone to cracking than cast iron.

- Expensive. The street price is in the sevens.

--Steve

 

I posted a thread about this a week ago... search for "impressions".

 

I think the PE kit is the safest out of the box, and the turbos are more efficient up to about 18psi or so vs. the Greddy's. The only cons I see with the kit are the steel manifolds (prone are more prone to cracking and less heat retention), higher cost than the Greddy kit, and lack of easy "tunability".

 

Actually theese turbos will produce 27 psi of boost !!! However due to our cfm requirements and shift points at 6500 - 7000 rpm these turbos should not be run above 15psi based on flow charts.

But i dont know GQ what do you think knowing what you know now with current street prices do you think u would go PE, APS, or stick with greddy ?

 

Well, if it was an out of the box performance decision, I would likely go APS..that thing looks the best.

But if the intent is to bulid up the motor and push boost into the 15psi-20psi range, I would still probably go Greddy. Larger turbos, and easier tunabilty. The PE and APS kits are essentially locked down...unless you do reflashes and the like.

With the Greddy kits selling for close to $5500, and it provides a strong platform for additional mods.

But if you wanna set it and forget it..go PE, or APS once it hits the market.

 

Greddy makes a great kit, no argument from me there. But it's not any less locked down than the PE kit. eManage is cheap.

--Steve

 

Not exactly. The PE kit requires an ECU reflash to up the boost safely, and the APS kit is scheduled to be locked down, and only authorized dealers can tune it.

The eManage, yes, comes locked, but you just initialize it an reenter the stock values..which are availible on the forum. It takes all of 5 mins to initialize it and reenter the table. Then you can tweak and tune fuel, timing, bigger injectors, etc..etc.. In my mind, that makes it more easily tunable vs. the PE and APS kits.

If I had the PE kit, and wanted to up the boost, what I would do is probably get the 8.5psi reflash, and then buy an eManage and bigger injectors, and use those to increase fuel and potential retard timing even further. In this senario, then the PE kit would be just as tunable as the Greddy.

 

The PE turbos can only push out 15psi at 7000rpm? I heard somewhere on another thead that some guy with a 300zx tt was pushing these turbos into the 23 psi range. What is going on?

 

You can push them out more than the 15psi that Squill is mentioning. The PE turbos are overall, "envelope for envelope" more efficient than the Mitsu's used in the greddy.


If you look at the size of the efficiency envelopes of the same percentages... if you were to draw a 78% or even a 79% eff. envelope in the Mitsu map, it would be very very small (as the 77% map is small as it is). Overall, 2% more efficiency and a larger envelope are NOT going to translate into tangible HP gains... But, pound for pound (no pun intended), PE's are better, since we are being technical.

The much bigger concern should be the choice of the turbo with respect to how much boost (and, equally importantly IMO, with which CR pistons) you are planning to run, and where you want to make more power along the rpm band. That's all.

Gurgen

P.S. Sharif, you are right on the use of e-manage on a PE setup, it's absolutely doable. In fact, if I didn't have the relationchip with TS that I do, I would do that very thing...

 

After looking at the chart I would really like to see a dyno for the PE kit. It seems that peak HP on our cars are at redline and the greddy is more efficient at that rpm (7,8psi), so in theroy the PE will not dyno as well as the greddy kits. So please will someone with a PE kit post your dynos.

 

The efficiency of the pe turbos is very high even out side of its sweetspot for lack of a better term.

Remember these efficiency levels are just the turbos themselves.

Then you run them through an intercooler which greatly improves this efficiency.

When i mentioned that i believed that 15psi was max this had nothing to do with comperssor efficiency.

The reason i said i believed that 15psi was max is assuming shifts will be made @ 7000rpm. This would allow a buffer zone between cfm demand surpassing the choke limit of the turbo.

In reality there may be more room for error than these charts suggest.

After revising my compressor chart which had the plot point alittle off on the 7000rpm line i would say max psi would be 18psi.

Keep in mind though in the real application the number could be a little more or less depending on the actual cfm production the engine is seeing vs its demand at any given boost setting.

These turbos again are very efficient the only thing that will limit the true max boost is when the cfm demand of the engine exceeds the cfm output of the turbos which i believe would be @ 18 psi so i would guess for optimum performance run the system 16-17psi ....dont want the system going into choke high up in the revs.

 

The syndicate won't allow that.

I'm sure day some one will but it is pretty weird that not one has surfaced after it's been out for 6+ months. I know TS has tons from the tuning process unless PE/ The syndicate wiped the're computer and minds.
Gary

 

My PE TT install should be done tomorrow. Assuming the TS flash gives me a good A/F ratio I will have dyno numbers to share tomorrow evening. Fingers crossed.

--Steve

 

Sweet! hope all goes well!