EMSPowered Turbo Kit - Coming Soon! Options

[baktasht]

EDIT START 9/22/2009
Pictures of the final version of the downpipe
* v-band 38mm TIAL wastegate
* All stainless steel
* Stainless steel 3" interlocking flex section
* Included wideband O2 sensor bung and Toyota O2 sensor bung




EDIT END 9/22/2009


We're finishing up the final revisions to our turbo kit. The final production version should be available for sale soon (within the next few months).

Revisions from what you've seen in the past from various prototypes:
* Flex section added to the downpipe
* Tial 38mm v-band external wastegate option
* Stainless steel turbine housing
* -4AN braided stainless steel oil feed
* -10AN braided stainless steel oil drain
* Stainless steel 3" downpipe
* Stock heatshield works and bolts on with our kit
* Turbine inlet gasket matched for maximum flow
* Various configurations available to support anywhere from an insanely fast spooling 300whp setup all the way to a monster 600whp capable setup that will spool quicker than any other 600whp capaable turbo kit around.
* Lifetime warranty on the tubo kit (1 year on the turbo internals)
* Kit made in the USA
* The turbo's being used with the kit are manufactured by Borg Warner

A few more pictures







A couple dyno's from various setups that some of our testers have been playing around with:

Stock Gen3 3sgte MR2. 93 octane pump gas. Stock Longblock. Stock ECU. Stock fueling. No tuning. EMSPowered 4" intake. EMSPowered S252 Turbo Kit @ 17psi (this turbo is capable of around 450-500whp:


Gen2 3sgte MR2. 93 octane pump gas. Stock cams. 550cc injectors. EMSPowered 50trim Turbo Kit @ 14psi (this turbo is capable of around 400-450whp). This was a prototype kit that was not using our new Stainless Steel turbine housing, so spool is slower by about 150rpm on this dyno and power is lower by about 15-30hp:

This post has been edited by baktasht: Sep 25, 2009 - 1:10 PM

[6gtfour]

I truly hate to post seemingly negative comments about admirable endeavors such as this kind, but I can't seem to keep my mouth shut about my personal grievances. So please take what I'm about to say as positively as possible. I really mean no harm by it.
This is ONLY my opinion.
As a company or businessman with aspirations of developing a Turbo Kit (or anything) that will increase the performance of an engine that has already been flagged as one having a very high level of performance potential in stock trim, the engineering approach should follow stringent quality control measures to ensure that the end product is both marketable, and a viable purchase for the end user.
Considering this, my approach in developing such a kit would be to carefully detail the parameters of testing to be used for the development and fine tuning of the kit to be manufactured.
Then, BEFORE beginning to manufacture said upgrade kit, have a fully refurbished/rebuilt BONE STOCK unit operating within the best performance specifications as outlined by the manufacturer. you know static compression, engine clearances, new distributor cap and rotor/spark cables etc etc. This engine should then be put through the full spectrum of tuning and tweaking to observe and document the limitations of the engine's full potential in completely stock configuration from a PERFORMANCE ONLY standpoint. Again just to emphasize, these tests MUST based on the same tuning and testing the engine being used for the turbo kit's development, is expected to go through.

Then you can have all the data and dyno sheets from both the OEM spec as well as the upgrade spec setup, to display to perspective buyers of your upgrade kit.
This type of approach clearly demonstrates the strong points and weaknesses of the upgrade product and puts both the buyer as well as the manufacturer in the driver's seat in terms of the "no surprises" aspect. This is what makes you a reputable after market performance equipment manufacturer.

Just for argument's sake suppose that after the final release of your kit, another private tuner can provide a dyno sheet, clearly displaying that for approximately half the cost of turbo kit she/he was able to fit "drop in", replacement upgrade camshafts to the stock gen3 motor, and a piggyback tuning device, and achieve exactly the same peak dyno figures results with considerably better low RPM torque/response and significantly less installation headache?

[_Jim_]

I truly hate to post seemingly negative comments about admirable endeavors such as this kind, but I can't seem to keep my mouth shut about my personal grievances. So please take what I'm about to say as positively as possible. I really mean no harm by it.
This is ONLY my opinion.
As a company or businessman with aspirations of developing a Turbo Kit (or anything) that will increase the performance of an engine that has already been flagged as one having a very high level of performance potential in stock trim, the engineering approach should follow stringent quality control measures to ensure that the end product is both marketable, and a viable purchase for the end user.
Considering this, my approach in developing such a kit would be to carefully detail the parameters of testing to be used for the development and fine tuning of the kit to be manufactured.
Then, BEFORE beginning to manufacture said upgrade kit, have a fully refurbished/rebuilt BONE STOCK unit operating within the best performance specifications as outlined by the manufacturer. you know static compression, engine clearances, new distributor cap and rotor/spark cables etc etc. This engine should then be put through the full spectrum of tuning and tweaking to observe and document the limitations of the engine's full potential in completely stock configuration from a PERFORMANCE ONLY standpoint. Again just to emphasize, these tests MUST based on the same tuning and testing the engine being used for the turbo kit's development, is expected to go through.

Then you can have all the data and dyno sheets from both the OEM spec as well as the upgrade spec setup, to display to perspective buyers of your upgrade kit.
This type of approach clearly demonstrates the strong points and weaknesses of the upgrade product and puts both the buyer as well as the manufacturer in the driver's seat in terms of the "no surprises" aspect. This is what makes you a reputable after market performance equipment manufacturer.

Just for argument's sake suppose that after the final release of your kit, another private tuner can provide a dyno sheet, clearly displaying that for approximately half the cost of turbo kit she/he was able to fit "drop in", replacement upgrade camshafts to the stock gen3 motor, and a piggyback tuning device, and achieve exactly the same peak dyno figures results with considerably better low RPM torque/response and significantly less installation headache?

I am having trouble understand what your point is. You are trying to give advice as to how this vendor SHOULD HAVE displayed his dyno results?

If you are, most vendors offer results of there product in the same fashion as Backtash did (aka as in using testers) which IMO is better for real world performance...especially when you have a few different dyno runs to compare to. You can then find the "average" performance gain expected from what ever product that vendor may be selling.

I personally am more interested in seeing 5-10 different dyno setups all running the factory ECU with no tuning capabilities (as then the tune is a constant amongst all setups) then a super risky dyno queen number that was performed on race gas to make a product seem better then it really is. At least with testing a few different cars (testers) you have a constant...and that being the turbo and the tune. And as long as YOUR motor is good health like the motors tested on, you will KNOW what kind of gains you will see.

I dont really understand your comparison of this turbo kit to a set of cams either? That is comparing apples to oranges again....maybe you can elaborate on that a bit more.