Dyno 3: Power Enterprise 1820 Turbo/ Power Enterprise 800cc Injectors
309.1 HP / 312.9TQ
| 2000 to 3500 HP range: -7 to -30 |
2000 to 3500 TQ range: -23 to -57 |
| 3500 to 5500 HP range: -20 to 83 |
3500 to 5500 TQ range: 103 to 77 |
| 5500 to red line HP range: 86 to 100 |
5500 to red line TQ range: 78 to 64 |
| Peak HP 309.1 |
Peak TQ 312.9 |
Pros
Turbos from Power Enterprise are upgraded from the standard single ball bearing to a dual ball bearing design. Excluding the twin scroll system, Power Enterprise offers two types of turbos for the WRX. The compressor housings on both the 1818 and 1820 turbos are re-machined to accept a much larger compressor wheel for high flow capacity. The smaller 1818 uses a P18 exhaust housing for faster response while 1820 uses a P20 exhaust housing for better top end performance. Although the 1818 is recommended for daily driven vehicles, we opted to go with the 1820 unit, forecasting in the near future we would eventually replace the bottom end block with the larger displacement 2.5-liter unit. The same theory was applied to the 800cc injectors, surely overkill for our current horsepower but, surprisingly, the PE injectors ran without a hitch, even at idle. Knose states the stock injectors are rated efficient up to 240 wheel hp while the STi pinks can flow to a maximum 310 wheel hp. The 800cc PE injectors ran at a 65 percent duty cycle at WOT.
Cons
The flow capacity, or cfm, seemed a tad bit large for this 2-liter engine. The larger turbo's laggy spool up characteristics caused our Subie to loose bottom end torque and horsepower numbers until 3650 rpm.
Temperature
80.7 degrees Fahrenheit
Temperature difference from previous run: -0.4 degrees Fahrenheit
Installation Time
2 hours
Parts
Turbo, oil and coolant fittings, hoses, Injector, injector clips
Tools
12mm and 14mm combination wrench, 10, 12 and 14mm socket, ratchet, Phillips screwdriver, screwdriver, needle nose pliers, and WD-40
Notes
From the initial lag point, the engine responded with astounding figures as 86hp and 103 lb-ft of torque were gained over baseline at 4500rpm. Boost pressure was recorded at 17.6psi, which slightly dropped off to 16.6 near redline. This change in boost pressure wasn't necessarily the turbine being maxed out, but rather the limiting factors of the OD diameter of the header tubing which would otherwise be an excellent choice in torque and hp response for those who plan on auto crossing or road racing their vehicles. After a good portion of our time was spent tuning the EcuTeK to produce the maximum horsepower, it was decided the factory turbo was reaching its limits and unwanted detonation was detected on the final run. We decided to forego any further testing on the heavily heat-soaked factory intercooler and move on the third, and final product, the Turbo XS front mount intercooler kit.