Is the k26/8 the best compromise between lag and power for a 944 S for street/ DE?
10-30-2011, 07:51 PM
#18
Addict
Rennlist Member
Rennlist Member
Join Date: May 2001
Location: Melbourne, Florida
Posts: 942
Likes: 0
Received 0 Likes
on
0 Posts
It was not from majestic. I bought the center cartridge from http://www.turbosdirect.com because I already had the turbonetics turbine and compressor housings. But I think you can get the same turbo from http://www.pauertuning.com/index.htm
10-30-2011, 08:24 PM
#19
Rennlist Member
It was not from majestic. I bought the center cartridge from http://www.turbosdirect.com because I already had the turbonetics turbine and compressor housings. But I think you can get the same turbo from http://www.pauertuning.com/index.htm
10-31-2011, 08:03 AM
#21
Rennlist Member
Thanks. That is simply too involved for me. I realize I have to be sensible and find the most durable bolt on solution to fit my mods.
I have spoken to Vitesse. His stealth options seem the best match for my needs. Unfortunately he requires a good core, which I don't have. Buying a k26/8 core to be reworked by him is too expensive for me.
Can you recommend any other bolt on alternatives?
I have spoken to Vitesse. His stealth options seem the best match for my needs. Unfortunately he requires a good core, which I don't have. Buying a k26/8 core to be reworked by him is too expensive for me.
Can you recommend any other bolt on alternatives?
10-31-2011, 08:55 AM
#23
Rennlist Member
As for Turbo services i have no experience with them . But i have seen many threads with good feedback on the norwegian porsche club forums. So im afraid i cant help you to much there.
10-31-2011, 10:39 AM
#24
Racer
Join Date: Mar 2009
Location: Lincoln, NE
Posts: 352
Likes: 0
Received 0 Likes
on
0 Posts
+2 for Charlie at Evergreen. I would go with a k27/6. Charlie will build what he calls a "big 6" hot side that spools super fast but doesn't have the backpressure problems. The K27 compressor will make more power than the k26 compressor at 16 psi.
10-31-2011, 12:05 PM
#25
Burning Brakes
Thread Starter
This is not directed at any one in particular, but is perhaps an open question to myself and others.
I've been thinking about what's been covered in this thread and I don't quite understand how old turbo technology can be made to both spin up as fast or faster than stock and make more power up top at the same time. If you can simply swap the parts around then why did they not do this in the first place? After all the 944 turbo was criticized for lag back in it's day as well.
I guess I expected new technology to perhaps be able to achieve an expansion of working range. I thought perhaps Ball Bearings, exotic materials and CFD design could achieve the same spool but with a slightly better top end, but I did not expect the gains mentioned here. One can almost get the impression that any good "turbo guy" can make something which is way better than stock. Is it really that easy?
I've been thinking about what's been covered in this thread and I don't quite understand how old turbo technology can be made to both spin up as fast or faster than stock and make more power up top at the same time. If you can simply swap the parts around then why did they not do this in the first place? After all the 944 turbo was criticized for lag back in it's day as well.
I guess I expected new technology to perhaps be able to achieve an expansion of working range. I thought perhaps Ball Bearings, exotic materials and CFD design could achieve the same spool but with a slightly better top end, but I did not expect the gains mentioned here. One can almost get the impression that any good "turbo guy" can make something which is way better than stock. Is it really that easy?
10-31-2011, 12:43 PM
#26
Professional Hoon
Rennlist Member
Rennlist Member
Join Date: Jan 2010
Location: Melbourne, Australia
Posts: 7,090
Likes: 0
Received 4 Likes
on
4 Posts
Well on my turbo (which is quite large) sees 15 psi around 4000 rpm (not exactly but around there) but because its dual ball bearing, my engine sees 2 psi at around 1500 when i put my foot down. With the stock turbo i couldn't even do that and saw 15 psi at 2800 rpm.
It's got a lot to do with weight, bearings, turbine style, compressor style & turbine housings also
It's got a lot to do with weight, bearings, turbine style, compressor style & turbine housings also
10-31-2011, 12:46 PM
#27
Racer
Join Date: Mar 2009
Location: Lincoln, NE
Posts: 352
Likes: 0
Received 0 Likes
on
0 Posts
The newer technology is better, no question. When you specify "bolt-on" - and factor in cost - the options are limited.
The K27-7200 compressor came out well after the 944 Turbo was out of production, so it was not an option when they developed the Turbo S. So it is "newer" technology, in a way.
The GT and GTX series ball bearing turbos will be even better, but bolt on is not an option.
You can search the forum and find all kinds of debate on the #6 vs. the #8 hotside.
For a street turbo that may see limited DE or autocross, you will basically end up at one of two options:
k27/6 (or 8)
TO4e 50 trim / 8 The 8 will be a turbonetics replica with a stage III wheel.
Both turbos will make 15 psi boost on a 4th gear roll around 3200 rpm and both will hold 18+ psi boost to redline.
I ended up with a K27/ "big 6" turbo from Charlie at evergreen and given the relatively low cost, it is a wonderful turbo.
The K27-7200 compressor came out well after the 944 Turbo was out of production, so it was not an option when they developed the Turbo S. So it is "newer" technology, in a way.
The GT and GTX series ball bearing turbos will be even better, but bolt on is not an option.
You can search the forum and find all kinds of debate on the #6 vs. the #8 hotside.
For a street turbo that may see limited DE or autocross, you will basically end up at one of two options:
k27/6 (or 8)
TO4e 50 trim / 8 The 8 will be a turbonetics replica with a stage III wheel.
Both turbos will make 15 psi boost on a 4th gear roll around 3200 rpm and both will hold 18+ psi boost to redline.
I ended up with a K27/ "big 6" turbo from Charlie at evergreen and given the relatively low cost, it is a wonderful turbo.
10-31-2011, 01:09 PM
#28
Burning Brakes
Thread Starter
Thanks. I'm learning every time i visit this thread.
Could it be that I'm more sensitive to lag than you guys are considering the only time I make it to fifth gear is on the track? The roads here are so narrow and windy, and the prison sentence you could get simply for accelerating into 4th. gear so long that I spend most of the time building boost not working with it
It is clear that I don't completely understand how boost is built and how it works. I'll have to read up on it I guess. How can two turbos at 15 psi produce more or less power?
Could it be that I'm more sensitive to lag than you guys are considering the only time I make it to fifth gear is on the track? The roads here are so narrow and windy, and the prison sentence you could get simply for accelerating into 4th. gear so long that I spend most of the time building boost not working with it
It is clear that I don't completely understand how boost is built and how it works. I'll have to read up on it I guess. How can two turbos at 15 psi produce more or less power?
10-31-2011, 01:30 PM
#29
Professional Hoon
Rennlist Member
Rennlist Member
Join Date: Jan 2010
Location: Melbourne, Australia
Posts: 7,090
Likes: 0
Received 4 Likes
on
4 Posts
the A-Tune and M-Tune will help a lot off boost. i wouldn't be scared to go slightly more laggy turbo.
just for an example, my car now probably accelerates quicker even though it lags around 1000 rpm more. but i wouldn't use my turbo for auto-X
just for an example, my car now probably accelerates quicker even though it lags around 1000 rpm more. but i wouldn't use my turbo for auto-X
10-31-2011, 01:50 PM
#30
Racer
Join Date: Mar 2009
Location: Lincoln, NE
Posts: 352
Likes: 0
Received 0 Likes
on
0 Posts
Horsepower can be quite different at the same boost---
the compressors can be operating at two very different efficiency levels depending on the compressor size and design. ie - different points on the "compressor map"
See the link below for some dyno comparisons that make the point.
http://www.tonygarcia.org/dyno.htm
the compressors can be operating at two very different efficiency levels depending on the compressor size and design. ie - different points on the "compressor map"
See the link below for some dyno comparisons that make the point.
http://www.tonygarcia.org/dyno.htm