which turbo is best for bolt in, or nearly bolt in?

[s5uewf]

Does anyone have experience or advice as to which of the various K27 turbo's are the best for a stock engine, with a 1 bar spring, a better intercooler, and less restrictive exhaust?

I see several K27 variants, some high flow, some HF S, and then there is the Kokeln, which clains to be modified specifically for the 930. I see some of the K27's and the Kokeln can even be had with ball bearings as opposed to the bronze bearing.

I am interested in earlier boost, more boost, and having boost last longer into the upper rev range, than stock. Koklen claims to offer this, but I am wondering also if the K27 High Flow S offers the same, with similar ease of installation...

[RarlyL8]

I have no experience with Kokeln and would like to hear about that as well.

Stock engine with Euro style J-pipe exchangers, good muffler, 1.0bar and proper intercooler should yield ~335HP to the wheels.

At that power level the K27HFS is too much turbo. The K27HF can benefit from head work and may also be a bit much. My favorite K-series for your application is the K27S.
Kevin at UltimateMotorwerks is the expert on that series; you should call him.

What you will see when replacing the stock 3LDZ with a K27S is a 1000rpm reduction in boost threshold, increased torque across the entire power band with a peak increase at ~3700rpm, and a sustained pull through redline. The peak dyno numbers won't thrill you but the added power throughout the curve will. Night and day change.

You should not need any extra fueling with the mods described but it is always a good idea to check the AFRs throughout the operating range. There is much to be gained/lost when the fuel system is not in spec for the application.

[mb911]

a gt30R is near bolt on for you and less expensive then a triple k model with added benefits of ball bearing

[RarlyL8]

What changes are needed when going with a GT series turbo?
What are the characteristics as compared to the KKK?

[mb911]

Originally Posted by RarlyL8

What changes are needed when going with a GT series turbo?
What are the characteristics as compared to the KKK?

it needs an oil line restrictor and that appears to be it. the gt30r I just shipped out a few weeks ago would have been bolt on to the muffler and Y

[Greg930]

I was at Kokeln a few weeks ago picking up an intercooler, they said they are no longer doing turbos, you can cross that option off

[A930Rocket]

How are the newer Kokelns? For some reason they have gotten a bad rap (drop in quality?). Mine has been no problem, but it's 7 years old. Bolted right in.

Originally Posted by Greg930

I was at Kokeln a few weeks ago picking up an intercooler, they said they are no longer doing turbos, you can cross that option off

[fredmeister]

Originally Posted by RarlyL8

I have no experience with Kokeln and would like to hear about that as well.

Stock engine with Euro style J-pipe exchangers, good muffler, 1.0bar and proper intercooler should yield ~335HP to the wheels.

At that power level the K27HFS is too much turbo. The K27HF can benefit from head work and may also be a bit much. My favorite K-series for your application is the K27S.
Kevin at UltimateMotorwerks is the expert on that series; you should call him.

What you will see when replacing the stock 3LDZ with a K27S is a 1000rpm reduction in boost threshold, increased torque across the entire power band with a peak increase at ~3700rpm, and a sustained pull through redline. The peak dyno numbers won't thrill you but the added power throughout the curve will. Night and day change.

You should not need any extra fueling with the mods described but it is always a good idea to check the AFRs throughout the operating range. There is much to be gained/lost when the fuel system is not in spec for the application.

I installed a K27s on my stock 3.3 along with B&B intercooler and GSF headers with heater boxes. Running 0.8 bar for track days. The difference like Rarelyl8 said is nite and day. Boost is starting at 2200rpm and all in by 3200rpm. Virtually no lag. Also, it pulls all the way to 6000rpm but don't need to run it that high, to be easier on rods and such. Have not dynoed it yet, but seems to be in ballpark of 350 crank h.p.
Biggest problem was installation was not bolt -in or drop in. Lots of issues with intercooler plumbing....see a thread I posted on this.

Fred