This plug and play adapter harness allows for the installation of an EMU Black in a 2001 IS300 or a 98-01 GS300. This is a parallel harness, meaning that the original ECU is retained and controls the automatic transmission (if applicable. Adapter works for both manual and automatic vehicles), dash cluster, HVAC and throttle body.
The ECUMaster brand has quickly become popular for delivering excellent value and performance. This ethos was noticed by high caliber
motorsport customers and OEMs , which created a need for motorsport grade products. We would like to introduce the new PMU16 AS, a motorsport grade power distribution module built for the most demanding customers and applications.
The PMU16 Autosport Version is designed for demanding customers and installations where reliability and robustness are top priorities. Autosport connectors represent the highest quality connector available, and are the standard for professional motorsports and aerospace industries. The battery connection utilizes a RadlokTM connector rated to 200 amps that can be disconnected without the need for any tools. The output connector is a custom 18 pin, 12 gauge connector designed and manufactured specifically for Ecumaster. The unit features an IP65 environmental protection rating, permitting its use in the harshest of conditions, including dusty and wet environments.
Compared to the standard PMU16, 6 low side outputs have been added and are rated at 2 amps per channel. 14 of the main output channels are rated at 25 amps, with two output channels rated at 40 amps. As always with Ecumaster products, mating connectors and terminals are included at no extra cost, which represents a substantial savings and saves the hassle of ordering separate components.
WHAT'S IN THE BOX?
PMU16 AutoSport Device
Two Autosport Connectors with Terminals
Radlok connector for power input
Laminated Pinout Card
RECOMMENDED ACCESSORIES
USB to CAN Adapter (you may use a Peak PCAN or Kvaser CAN cable, but one of these three USB to CAN interfaces must be used to program the device)
CAN Keyboard (mechanical switches may be connected to any of the 16 analog inputs, but CAN keyboards add functionality to the PMU16)
Please note, a USB to CAN cable or equivalent is required to program the PMU.
Decades ago, the critical electronic components in a race car were the ignition coil and points. Race cars now feature advanced engine management systems, antilock brake systems, paddle shifters, dataloggers, radios, electric pumps, fans, and lights. All components need to be controlled at the correct moment, and all components require circuit protection to prevent damage or fire.
Traditionally, fuses and relays served all of those purposes, but they have many disadvantages like complicated wiring looms, sensitivity to vibration/temperature, and difficult diagnostics. All of these problems can be solved by using intelligent power management units (PMUs). Our newly developed PMU unit is at the forefront of technology. It provides 16 high current outputs (and use of multiple units if more outputs are required).
One of the main advantages of the PMU is continuous current sensing and self-resetting functionality if current exceeds the defined level. All output state, voltage and current information can be logged and transmitted via CAN bus to dash displays to inform drivers of potential problems. An additional advantage of the PMU system is the ability to define logic for controlling outputs. This is done with data from analogue input channels or CAN bus data, and math operations can be defined for each channel.
The PMU is also equipped with LED indicators to show the status of each output. With use of CAN bus keypads or steering wheel switches, all wiring is vastly simplified and lightened. Two unique features are the inbuilt accelerometer and gyro for logging and “inertia switch” in case of accident.
TECHNOLOGY
The PMU16 is assembled according to IPC-S-815A standards to ensure product reliability. The device is manufactured on an automated assembly line with optical inspection, and automated testing (including burn-in). The PCB material and design, special surface coating and IP65 enclosure ensure reliability even in the harshest environments. Carefully selected components allow for continuous and reliable operation across a very wide temperature range (AECQ-100 GRADE 1 (-40 to 125˚C).
GENERAL SPECIFICATIONS
Temperature range AECQ100 GRADE1 (-40 to 125˚C) CPU 32 bits automotive, 90MIPS
Reverse polarity protection Yes, internal
Operating voltage 6-22V, immunity to transients according to ISO 7637
Enclosure IP 60, bespoke CNC machined aluminum
Size (mm) and weight(g) 131x112x32.5, 345g
Connectors 1 x 39 Automotive connector, 1 x M6 stud for battery connection
PC communication CAN (PCAN, ECUMASTER USBCAN)
OUTPUTS
High current outputs 10 x 25A(cont.), 6 x 15A(cont.) with Overcurrent and overheating protection. Outputs may be paired to increase continuous current capability. Current and voltage is measured for each output
Total current output 150A continuous
Output current control step 100mA
Wipers output
Dedicated output with wiper braking feature
Monitored 5V, 500mA output for powering external sensors.
INPUTS
Analog inputs 16 inputs, 10 Bit resolution, 0-5V (protected), with software selectable 10K Ohm pullup and pulldowns
CAN Keypads 2 x Ecumaster keypads (4, 8, 12 keys)
OTHER
Output state indication
16 bicolor LEDs
Accelerometer/Gyroscope
3D accelerometer with 3D gyroscope for logging and crash detection
Real time clock
Yes, super capacitor for backup power (up to 3 days)
CAN BUS
CAN interface 2 x CAN2B CAN standard 2.0B 125, 250, 500, 1000 kbps
Input/output stream
User defined with bit masking, up to 48 input messages
LOGGING
Logging memory: 256 Mbytes ONLY on PMU16DL version (this is the only difference between the two models).
All PMU16 data may be sent via CAN and logged by another device
Decades ago, the critical electronic components in a race car were the ignition coil and points. Race cars now feature advanced engine management systems, antilock brake systems, paddle shifters, dataloggers, radios, electric pumps, fans, and lights. All components need to be controlled at the correct moment, and all components require circuit protection to prevent damage or fire.
Traditionally, fuses and relays served all of those purposes, but they have many disadvantages like complicated wiring looms, sensitivity to vibration/temperature, and difficult diagnostics. All of these problems can be solved by using intelligent power management units (PMUs). Our newly developed PMU unit is at the forefront of technology. It provides 16 high current outputs (and use of multiple units if more outputs are required).
One of the main advantages of the PMU is continuous current sensing and self-resetting functionality if current exceeds the defined level. All output state, voltage and current information can be logged and transmitted via CAN bus to dash displays to inform drivers of potential problems. An additional advantage of the PMU system is the ability to define logic for controlling outputs. This is done with data from analogue input channels or CAN bus data, and math operations can be defined for each channel.
The PMU is also equipped with LED indicators to show the status of each output. With use of CAN bus keypads or steering wheel switches, all wiring is vastly simplified and lightened. Two unique features are the inbuilt accelerometer and gyro for logging and “inertia switch” in case of accident.
TECHNOLOGY
The PMU16 is assembled according to IPC-S-815A standards to ensure product reliability. The device is manufactured on an automated assembly line with optical inspection, and automated testing (including burn-in). The PCB material and design, special surface coating and IP65 enclosure ensure reliability even in the harshest environments. Carefully selected components allow for continuous and reliable operation across a very wide temperature range (AECQ-100 GRADE 1 (-40 to 125˚C).
GENERAL SPECIFICATIONS
Temperature range AECQ100 GRADE1 (-40 to 125˚C) CPU 32 bits automotive, 90MIPS
Reverse polarity protection Yes, internal
Operating voltage 6-22V, immunity to transients according to ISO 7637
Enclosure IP 60, bespoke CNC machined aluminum
Size (mm) and weight(g) 131x112x32.5, 345g
Connectors 1 x 39 Automotive connector, 1 x M6 stud for battery connection
PC communication CAN (PCAN, ECUMASTER USBCAN)
OUTPUTS
High current outputs 10 x 25A(cont.), 6 x 15A(cont.) with Overcurrent and overheating protection. Outputs may be paired to increase continuous current capability. Current and voltage is measured for each output
Total current output 150A continuous
Output current control step 100mA
Wipers output
Dedicated output with wiper braking feature
Monitored 5V, 500mA output for powering external sensors.
INPUTS
Analog inputs 16 inputs, 10 Bit resolution, 0-5V (protected), with software selectable 10K Ohm pullup and pulldowns
CAN Keypads 2 x Ecumaster keypads (4, 8, 12 keys)
OTHER
Output state indication
16 bicolor LEDs
Accelerometer/Gyroscope
3D accelerometer with 3D gyroscope for logging and crash detection
Real time clock
Yes, super capacitor for backup power (up to 3 days)
CAN BUS
CAN interface 2 x CAN2B CAN standard 2.0B 125, 250, 500, 1000 kbps
Input/output stream
User defined with bit masking, up to 48 input messages
LOGGING
Logging memory: 256 Mbytes ONLY on PMU16DL version (this is the only difference between the two models).
All PMU16 data may be sent via CAN and logged by another device
This kit is designed to remove the factory metal hard line from the back of the OEM thermostat housing and replace it with a billet fitting and high-quality AN line kit. This helps with water circulation through the back of the cylinder head and yields cooler engine temperatures.
You will need to remove the factory metal sleeve that is pressed into the head and tap the OEM cylinder head to install the adapter fitting. These are available in -10AN and -8AN hose and we will add a metal line option in the future.
Our 1JZ/2JZ Heater Core Delete Kits include: All AN Fittings needed for installation AN Hose (AN Fittings come pre-installed) DEI Heat Sleeve Billet FMZ Thermostat Housing Fitting Thread Tap for cylinder head
FMZ's 1JZ VVTi Engine Coil Pack Cover is made to give your coil pack the protection and ventilation it needs! Our cover is made from 1/8" 6061 aluminum, water-jet and dimple died. It allows heat to escape from the valley around the coil packs and is sure to catch the eye at any car show!
**You may also be interested in our R35 GTR BILLET COIL PACK CONVERSION KIT FOR 1JZ/2JZ GTE ENGINES!**
This is the best bang for your buck to upgrade the turbo on your 1JZ-VVTi engine! We are currently offering this for smaller frame V-Band turbo's and your choice of either 38mm or 44mm wastegate provisions but let us know if you need any other sizes or connections and we can fabricate it for you!
The whole kit includes the Up Pipe, wastegate dumptube, oil feed line/ fittings, -10an turbo drain return, and hardware.
FMZ's NEW DBW Throttle Body Adapteris CNC machined out of 6061 aluminum and is designed to work with both Plazmaman and Hypertune Billet Intake Manifolds for the 1JZ and 2JZ engines! This adapter allows you to bolt on a Drive-By Wire Throttle Body from a 2017 Ford Mustang GT so you don't need to reorder a whole new manifold if you want to upgrade to DBW! Just unbolt and remove the old cable throttle body, bolt our adapter on, and then bolt your new throttle body to your nice Billet Intake Manifold! Also, if anything ever happens and you need to switch back to cable it can be done in minutes without removing the manifold!
Nitrous Ports can be added to the adapter as well!
Mounting hardware, and O-ring included!
Throttle Body must be purchased separately! Message us before ordering if you need to add one!
Benefits of going Drive-By-Wire:
No throttle cable issues: While a throttle cable represents a remarkably simple solution, it does have its drawbacks. Over time the steel cable can stretch, and it may require adjustments to allow proper idle and full-throttle operation. DBW systems do not suffer from this. When engine swaps or intake manifold upgrades are made, the OEM throttle cable may be too long or too short to function properly. With a DBW system, none of this will be an issue.
Eliminates the need for Idle Air Control Valve: The idle air control valve is an ugly and necessary component on conventional mechanical throttle body engines. This valve allows additional air to be drawn into the engine to increase the idle during the after-start and warm up periods for the engine. This component is eliminated with a DBW throttle. While the idle control is normally accomplished with the idle air control valve, the ECU simply adjusts the throttle blade in the electronic throttle body to reach the target idle.
Adds Redundant TPS sensor: With VE-based fuel strategies, many tuners prefer to use TPS vs. engine speed mapping for the VE tables. When a TPS sensor is acting up, sometimes hours are wasted troubleshooting the issue. Thanks to a DBW system’s dual TPS sensors, a faulty sensor is quickly identified by the ECU.
Improved Driveability of Big Throttle Bodies: When engines go to larger throttle bodies, the driveability can suffer. Whereas it may have taken a throttle opening of 20 percent to allow enough airflow for 200 horsepower on the stock throttle body, it may only take five or 10 percent of throttle opening on a larger throttle body to support 200 horsepower. As a result, the pedal travel between idle and 200 horsepower may be only a half or a quarter of its original travel in this instance. Essentially, the throttle control becomes less precise on conventional throttle bodies when the throttle body diameter increases. On a DBW system, the ECU can map the relationship between pedal position and throttle opening. As a result, the DBW system can be calibrated to deliver a percentage of total torque available based on throttle position instead of simply matching the percentage of pedal position travel to percentage of throttle position opening.
Easier Part-Throttle ECU Calibration: As mentioned before, many tuners prefer to calibrate the fuel tables based on throttle position versus engine speed. On a mechanical throttle system, holding the engine at a specific throttle position is a challenge. Mechanical throttle stops need to be put in place and the entire process can be a real headache. On a DBW system, getting the engine to hold at a specific throttle angle is a cinch. You can simply build a temporary table for the pedal input to throttle angle to stay at a set throttle angle, let’s say 10 percent for this example, any time the accelerator pedal is between 10 and 90 percent.
The Launch Mode w/Throttle Control: Some ECUs allow for the engine and vehicle to be placed in a “launch mode.” While in this launch mode, a preset boost target and engine speed target is usually specified. When the ECU has no control over the throttle, ignition retard, selective cylinder ignition cuts, and wastegate solenoid manipulation are used to try to get the engine ready to launch at the desired boost and engine speed. Unfortunately, the ignition limiters used can often put the engine in a state where it can damage itself when on these limiters for too long. When a launch mode can also incorporate control of the throttle, a launch mode that is easier on the engine can be used since engine speed can also be manipulated in part by throttle position.
Torque-Based Requests and Deliveries: Some ECUs can calculate a remarkably close approximation of the torque output of the engine based on knowing the engine’s displacement, its volumetric efficiency, its pressure ratio (manifold to atmospheric pressure ratio), air density, throttle position and fuel flow. Since the ECU can accurately estimate the torque output, the ability to map an engine based on torque requests (based on pedal position and tables) is possible. If estimated torque delivery is below the requested, the ECU can open the throttle more. If the estimated torque delivery is more than the requested amount, the throttle can be closed more. Since torque output is directly proportional to cylinder pressures, doing engine calibrations with torque-based limits in place can keep the engine (or driveline for that matter) from exceeding desired torque output levels.
REV-MATCHED Downshifts and No-lift upshifts: When an ECU has control over an electronic throttle body, it may also have the ability to perform rev-matched down shifts like some OEM vehicles offer. The ECU will also need to know the state of the clutch (engaged or disengaged), too, so that it knows when an upshift or downshift is occurring. On some engine and transmission combinations, there may be merits in optimizing the throttle for upshifts too.
Traction Control via Throttle: Since a DBW system puts the electronic throttle body under the control of the ECU, it is possible to have the ECU use a traction control strategy. On 2WD vehicles, the ECU will have to measure at least one of the driven and one of the non-driven wheels to calculate the slip percentage. On AWD vehicles, traction control requires a GPS signal to calculate actual vehicle speeds as all four tires can be spinning while there is a loss of traction.
Cruise Control and Valet: DBW systems do not require any additional motors, linkage or cables to execute cruise control. Some ECUs will not only be able to do cruise control, but they can offer valet modes. With a valet mode, you can set limits to the maximum throttle allowed while in the mode. It’s a great consideration if you aren’t always the one loading or unloading your race car between events.
FMZ's 1JZ/2JZ Motor Plate is CNC machined out of 6061 aluminum and is designed to work with all Toyota JZ engine platforms (including 1.5JZ)! This Motor Plate allows you to delete the side engine brackets; which are prone to failure in high horsepower applications and also allows you to redirect the water from the engine block to the your cooling system! We added a secondary belt tensioner on the slack side of the timing belt to keep the belt stable under high load. The Motor Plate also includes a bracket adjustment for your alternator which allows the alternator to be adjusted separately.
Our billet water neck is available in two different sizes: -16 and -20
FMZ's 2JZ -20 AN Billet Thermostat Housing is great for both modified cooling systems and rear mount radiator setups. It's made from 6061 aluminum and uses the OEM 2JZ thermostat and gasket.
Keep you motor cool with our FMZ EWP Billet Conversion Kit. Our kit deletes the factory thermostat housing and the by-pass tube to the upper water neck. This allows for the 2jz/1jz cooling system to archive max flow thus allowing your engine to run as cool as possible.
Our 2jz/1jz EWP Billet Conversion Kit includes our FMZ Billet 6061 Aluminum Water Pump Housing, our FMZ Full Billet Upper Water Neck with fitting sizes of your choice as well a Meziere electric water pump. Both the water pump housing and the full upper water neck comes in either -16 or -20 AN for water inlet & outlet. You can also choose multiple sensor thread options - from stock coolant temp sensors to any of the motorsports sensor types; depending on what you are running.
FMZ's Carbon Fiber Cold Air Intake for the 2020+ Toyota Supra MKV (A90) is designed to be ultra-lightweight, extremely durable, and to produce the most cold air to the engine. With this intake installed, the factory plastic filter box and plastic intake tube are replaced. Expect greater horsepower and torque through the power band with a more direct and responsive feel when pressing the throttle. Sounds from the engine and turbocharger are also enhanced, which is always a plus 👌
Note: This intake system is not CARB exempt at this time and is not legal for sale in California or use on vehicles registered with the California Department of Motor Vehicles.
Our JZX100 DYI Winters Quick Change Kit is water jetted to perfection, made out of 1/4" plate steel and includes two additional tow points making life easy for securing the car on the dyno or the trailer !
FMZ's Nissan R35 GTR Billet Coil Pack Conversion Kit for the 1JZ/2JZ GTE Engines - Ditch your old coils and igniter for a far superior ignition system for your Toyota Supra MKIII / MKIV or any party machines that house a 1JZ / 2JZ! The kit's one-piece construction makes for a quick and easy install. AN IGNITOR SHOULD NOT BE USED WITH THIS KIT. THIS KIT ELIMINATES THE IGNITOR.
FMZ's Nissan R35 GTR Billet Coil Pack Conversion Kit for the 1JZ/2JZ GTE is made from T6061 Aero Space Grade Aluminum and comes with everything needed to mount the coil packs and conversion bracket. Our kit uses OEM factory Nissan coils and our custom coil pack stalks. All hardware is included. Works with VVTi and non-VVTi GTE engines.
Features:
Billet Alloy bracket is engineered to fit all ignition coils in a manner that allows easy access to all the coil plugs in a non-invasive manner
Custom made stalks included which allow the ignition coil to reach the spark plug
Coil kit fits under the OEM valley cover without ANY modification
Our coil bracket is specifically designed to seal the spark plug well on the rocker cover with a close O-ring fit
**If you have a 1JZ VVTI you may also be interested in our coil pack cover!**
FMZ's Nissan R35 GTR to RB20/25/26 Billet Coil Pack Conversion Kit is made from T6061 Aero Space Grade Aluminum and comes with everything needed to mount the coil packs and conversion bracket. Our kit uses OEM factory Nissan coils and our custom coil pack stalks with all hardware included.
Ditch your old coils and igniter for a far superior ignition system for your Nissan Skyline – or any party machines that house an RB20/25/26 😎. Our kit's one-piece construction makes for a quick and easy install.
Features:
Billet alloy bracket, engineered to fit all ignition coils in a way that allows easy access to the coil plugs
Custom made stalks included which allow the ignition coil to reach the spark plug
Fits under the OEM valley cover without any modifications
Our coil bracket is specifically designed to seal the spark plug well on the rocker cover with a close O-ring fit
Our S13/S14/S15 DIY Winters subframe weld in kit is made from 1/4" plate steel and water jetted to perfection! The kit includes 8 water jetted plates and 1 crossover tube.
The G-Force GSR is absolutely the end of the line in terms of absolute strength and performance from a 4 speed racing transmission. With its single rail and internally shifted design no other transmission offers the GSR’s uniqueness and versatility. Like the GF4A, the GSR offers both a dual bearing center support and an integrated midplate. Similarly, the GSR offers an internal oil pump of its own that is very similar to the GF4A’s, but unique to the GSR nonetheless. However, an additional feature found on the GSR is its internal shifting mechanism. The GSR incorporates the shifting mechanism directly into the top plate of the transmission. This allows the shifter to be placed directly in the center of the transmission. This innovative feature is crucial when moving the driving position more towards the center of the car.
This is the same transmission that we use in Rich Whiteman's Formula Drift Toyota Chaser and the owner's 1.5JZ S14!
Long Shifter not included but can be ordered as well! We just need to know the shifter location distance to get you the correct one!
The most powerful small frame turbocharger series on the market
Introducing performance out of a package you never thought possible. This clean sheet product is tailored to meet the demands of hardcore racing enthusiasts while providing industry leading power capability in a small package.
The G-Series G30-660 turbocharger is compatible with 1.4L – 3.0L engine displacements and capable of producing up to 660 horsepower. G Series 30 turbochargers are highly efficient and will outflow all comparable products on the market.
New compressor and turbine aero combined with high temperature resistant materials allowed engineers to push the limits of performance.
A new name designates a new generation of industry leading technology and innovation.
Features
G SERIES COMPRESSOR AERODYNAMICS FOR MAXIMUM HP
54mm TURBOCHARGER COMPRESSOR WHEEL
79% MAXIMUM COMPRESSOR EFFICIENCY
MAR-M ALLOY TURBINE WHEEL RATED UP TO 1050° C
NEW TURBINE AERO PROVIDES HIGHER FLOW AND EFFICIENCY
STAINLESS STEEL TURBINE HOUSINGS RATED UP TO 1050° C
OIL RESTRICTOR AND WATER FITTINGS INCLUDED
FULLY MACHINED SPEED SENSOR AND PRESSURE PORTS
TURBOCHARGER ASSEMBLIES ARE CALIBRATED WITH A 0.5 BAR ACTUATOR
The most powerful small frame turbocharger series on the market
Introducing performance out of a package you never thought possible. This clean sheet product is tailored to meet the demands of hardcore racing enthusiasts while providing industry leading power capability in a small package.
The G-Series G30-660 turbocharger is compatible with 1.4L – 3.0L engine displacements and capable of producing up to 660 horsepower. G Series 30 turbochargers are highly efficient and will outflow all comparable products on the market.
New compressor and turbine aero combined with high temperature resistant materials allowed engineers to push the limits of performance.
A new name designates a new generation of industry leading technology and innovation.
Features
G SERIES COMPRESSOR AERODYNAMICS FOR MAXIMUM HP
54mm TURBOCHARGER COMPRESSOR WHEEL
79% MAXIMUM COMPRESSOR EFFICIENCY
MAR-M ALLOY TURBINE WHEEL RATED UP TO 1050° C
NEW TURBINE AERO PROVIDES HIGHER FLOW AND EFFICIENCY
STAINLESS STEEL TURBINE HOUSINGS RATED UP TO 1050° C
OIL RESTRICTOR AND WATER FITTINGS INCLUDED
FULLY MACHINED SPEED SENSOR AND PRESSURE PORTS
TURBOCHARGER ASSEMBLIES ARE CALIBRATED WITH A 0.5 BAR ACTUATOR
The most powerful small frame turbocharger series on the market
Introducing performance out of a package you never thought possible. This clean sheet product is tailored to meet the demands of hard core racing enthusiasts while providing industry leading power capability in a small package.
The G-Series G30-770 turbocharger is compatible with 2.0L – 3.5L engine displacements and capable of producing up to 770 horsepower. G Series 30 turbochargers are highly efficient and will outflow all comparable products on the market.
New compressor and turbine aero combined with high temperature resistant materials allowed engineers to push the limits of performance.
A new name designates a new generation of industry leading technology and innovation.
Features
G SERIES COMPRESSOR AERODYNAMICS FOR MAXIMUM HP
58mm TURBOCHARGER COMPRESSOR WHEEL
76% MAXIMUM COMPRESSOR EFFICIENCY
MAR-M ALLOY TURBINE WHEEL RATED UP TO 1050° C
NEW TURBINE AERO PROVIDES HIGHER FLOW AND EFFICIENCY
STAINLESS STEEL TURBINE HOUSINGS RATED UP TO 1050° C
The most powerful small frame turbocharger series on the market
Introducing performance out of a package you never thought possible. This clean sheet product is tailored to meet the demands of hard core racing enthusiasts while providing industry leading power capability in a small package.
The G-Series G30-770 turbocharger is compatible with 2.0L – 3.5L engine displacements and capable of producing up to 770 horsepower. G Series 30 turbochargers are highly efficient and will outflow all comparable products on the market.
New compressor and turbine aero combined with high temperature resistant materials allowed engineers to push the limits of performance.
A new name designates a new generation of industry leading technology and innovation.
Features
G SERIES COMPRESSOR AERODYNAMICS FOR MAXIMUM HP
58mm TURBOCHARGER COMPRESSOR WHEEL
76% MAXIMUM COMPRESSOR EFFICIENCY
MAR-M ALLOY TURBINE WHEEL RATED UP TO 1050° C
NEW TURBINE AERO PROVIDES HIGHER FLOW AND EFFICIENCY
STAINLESS STEEL TURBINE HOUSINGS RATED UP TO 1050° C
