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Just installed a very very low mileage K27 7200



I also purchased a used K27 7006 form a fellow Pelican that needs a rebuild.

The K27 7200 certainly comes on sooner than the 3LDZ, full boost by 3000rpm in 5th instead of 3400rpm or so with the 3LDZ. But I can't really say I feel any extra HP gain!

I will soon be fitting a FrankebCIS Digital WUR to get the fueling and timing correct.
So hopefully that will allow me to get the most from the 7200.

I read that the 7006 is a little slower spool up than the 7200 but makes more HP overall, so I might get that rebuild and upgraded as much as possible to get the most from it. Until then I'll use the 7200.
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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 06-06-2015, 06:00 AM
  Pelican Parts Technical Article Directory    Reply With Quote #181 (permalink)
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Very special and thanks for great share
Old 06-10-2015, 07:07 PM
  Pelican Parts Technical Article Directory    Reply With Quote #182 (permalink)
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Latest update :

Dkubus FrankenCIS is installed and working, still needs some tuning but getting there.

Now the FrankenCIS is working I've found a marked difference in terms of turbo spool & power.
Original setup with Bosch WUR, Zork, Headers and 3LDZ the boost would come on around 3200ish. I changed to a K27-7200 and to be honest wasn't very impressed, seemed to have no real additional power and spool up was sooner but not much in it. I did start to wonder why everyone bothered to change to K27-7200's!
Now after and hours drive of auto tuning I can feel boost start to build from as little as 2000+ rpm and by 2500+ its a decent surge with then power all the way.
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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 09-03-2015, 11:52 AM
  Pelican Parts Technical Article Directory    Reply With Quote #183 (permalink)
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I've always wanted a full bay intercooler, they look so cool (see what I did there!)

Well after using a eBay special intercooler for the turbo install and finding no issue's, it seem'd to do the job, although I have nothing to compare it with. I thought I would try another, but bigger.

Due to the huge width I will be getting the inlet and outlet re-positioned so they line up with my setup.

Now the fuelling is getting sorted with the FranekCIS I will also get it to handle the timing soon and with the big IC I maybe able to tweak the boost up a little safely


Original IC :




New IC, to be modified yet :



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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3

Last edited by gavinc69; 09-03-2015 at 12:28 PM..
Old 09-03-2015, 12:11 PM
  Pelican Parts Technical Article Directory    Reply With Quote #184 (permalink)
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Jeezus man! You might need to get a small trailer for that!
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* 1980 911SC - 3.0l R.o.W 8.6:1 w/ Garrett 30R turbo conversion (.5 bar), Bitz MS-II EFI, Carerra intake, Zork tube, 2300lbs, 360whp
Old 09-03-2015, 11:13 PM
  Pelican Parts Technical Article Directory    Reply With Quote #185 (permalink)
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You didn't pick up any HP with the K27 because your original IC was WAY too small!!!!

That thing is probably good to only 200hp. Seriously.

Now you'll feel a big jump in power since you are freeing up restriction and CFM.
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj
Old 09-04-2015, 05:40 AM
  Pelican Parts Technical Article Directory    Reply With Quote #186 (permalink)
 
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Quote:
Originally Posted by Tippy View Post
You didn't pick up any HP with the K27 because your original IC was WAY too small!!!!

That thing is probably good to only 200hp. ...
Tippy and other turbo-ites,
I'm not quite understanding.
An IC is supposed to only improve HP over a non-IC'd turbo, no matter what the size, right?
So, do you mean one of the non intercooled turbo setups would be less than 200hp,?
Old 09-04-2015, 06:17 AM
  Pelican Parts Technical Article Directory    Reply With Quote #187 (permalink)
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Quote:
Originally Posted by baloo View Post
Tippy and other turbo-ites,
I'm not quite understanding.
An IC is supposed to only improve HP over a non-IC'd turbo, no matter what the size, right?
So, do you mean one of the non intercooled turbo setups would be less than 200hp,?
Intercoolers that are restrictive cause the turbo to work extra hard to produce the same (or in this case I suspect) or less total CFM output as a lesser restrictive type.

This causes comp inefficiency (having to produce far higher boost pressure on compressor side than what is actually delivered to the intake) and turbine/exhaust side backpressure (more work to try an accomplish the same boost output as a less restrictive intercooler).

Double-whammy IMO.

Not to mention, the surface area is small too, allowing less heat dissipation than a better designed piece for his car.
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj
Old 09-04-2015, 06:54 AM
  Pelican Parts Technical Article Directory    Reply With Quote #188 (permalink)
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Here's a starting point on understanding how much CFM (CFM is calculated to figure out hp) an intercooler can flow:

Bell Intercoolers | Air to Air Intercooler Cores
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj
Old 09-04-2015, 06:56 AM
  Pelican Parts Technical Article Directory    Reply With Quote #189 (permalink)
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Both of those inter coolers look like really low CFM units for the overall size of them because they are divided in half down the middle.
If the air flow was going through entire core in one direction and the air flow exit was on the right side end tank it would flow twice as much air as that one does.

K27 is the easiest upgrade turbo to install going from a 3ldz and nothing more than that. It's durable but nothing special and there are higher output ones in the same price range when buying them new.
Old 09-04-2015, 07:07 AM
  Pelican Parts Technical Article Directory    Reply With Quote #190 (permalink)
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Quote:
Originally Posted by JFairman View Post
Both of those inter coolers look like really low CFM units for the overall size of them because they are divided in half down the middle.
This

If you want a cheap IC, check out CXRacing. They have plenty of sub-$200 IC's. The best fit to our cars is the Dodge Neon big core IC. It's like $175.

http://www.ebay.com/itm/110957032659?_trksid=p2060353.m1438.l2649&ssPageName=STRK%3AMEBIDX%3AIT

You'd have to move the outlet on one tank and possibly narrow the tanks on both sides. If you can weld aluminum, it'd be dirt cheap.

No TK IC though.....
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj

Last edited by Tippy; 09-04-2015 at 07:29 AM..
Old 09-04-2015, 07:20 AM
  Pelican Parts Technical Article Directory    Reply With Quote #191 (permalink)
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Tip,
Thanks for the info and the chart.
So, it is possible that an IC actually decreases HP over a non-intercooled turbo due to its restriction?
The restriction can actually negatively offset the increase in HP that the cooling of the IC provides?

There have been many comments about the stock Porsche 930 IC and how it is junk.
Would you recommend removing the stock 930 IC and just going without one?
Thanks.
Old 09-04-2015, 07:20 AM
  Pelican Parts Technical Article Directory    Reply With Quote #192 (permalink)
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Quote:
Originally Posted by baloo View Post
Tip,
Thanks for the info and the chart.
So, it is possible that an IC actually decreases HP over a non-intercooled turbo due to its restriction?
The restriction can actually negatively offset the increase in HP that the cooling of the IC provides?

There have been many comments about the stock Porsche 930 IC and how it is junk.
Would you recommend removing the stock 930 IC and just going without one?
Thanks.
First paragraph, yes, but there's more to it. If the IC is extremely tiny, it won't flow enough CFM. Not to mention, since the boost required is WAY higher, the heat generated from the turbo will probably overcome the IC's ability to dissipate heat anyways. So, yes, running without "can" generate more power, but I wouldn't recommend, nor don't think anyone else would either.

Second paragraph, no. Cool restricted air (stock IC) is better than hot, non-restricted air (no IC at all)!
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj
Old 09-04-2015, 07:23 AM
  Pelican Parts Technical Article Directory    Reply With Quote #193 (permalink)
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I've done some reading up on IC's and due to the huge cost of 930 specific IC's and the fact that I need a slightly different setup to install on my car I decided to modify a universal IC.

To make life easy I needed a same side in & out IC. Most of these I could see where Twin pass.

It seems most people don't rate twin pass IC's too well due to the air having to do 180degree change in direction half way through and passing twice through the core may aid in pressure drop.

The original small IC seemed to function OK and I'm just hoping as this large unit withits 3" in/out, up from the 2.5" of the small one and it's larger core it will be able to flow more air and be less restrictive and cool better than the small IC I currently have. So even if its not as good as a single core IC it maybe better than my current setup and it will be easier to install due to the in/out on the same side (plus it was cheap).

As I progress with the whole setup I may install a full bay single pass IC later.

Twin core's are supposed to cool the air more due to the air passing two cores but it seems most people say the majority of cooling is done before the air gets after way through a single core unit so the second pass in a twin core doesn't do much good!




Single core :




Twin Core (Twin Pass) :



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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 09-05-2015, 05:58 AM
  Pelican Parts Technical Article Directory    Reply With Quote #194 (permalink)
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There's plenty that will work off ebay that are cheap. Same side inlet/outlet will never flow well.

It's simply cut in half (total bar and plates) to cut in a quarter or more depending on flow direction!
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Cory - '87 C3.2 (3.4, stock 3.2 heads, cams, intake, with 75mm Mustang TB) Guards/Blk - turbos new to old 1). Borg Warner S366 (66mm comp/73mm turb/0.91 T4 divided ~1.4 bar), 2). Holset HX40 8-blade (58mm/"P" trim 0.84 T4 divided 1.4 bar), 1/4 mile 12.02 @ 129 MPH (street tires), 3). Turbonetics 60-1 HiFi (60mm/"P" trim 0.81 A/R T4 open 1.2 bar), 431whp - MegaSquirt II/EDIS ignition/80lb inj
Old 09-05-2015, 07:29 AM
  Pelican Parts Technical Article Directory    Reply With Quote #195 (permalink)
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Intercooler should be done this week sometime and back with me.
I'm also having a small boost off take welded on, on the cold side of the IC to give me a post IC to wastegate boost reading, hopefully making up for any lost pressure from the IC.

My old IC was 2.5" in/out so currently I'm going 2.5" after the turbo and right through up to the throttle body which I think is 3" or 3.25" (can't remember off the top of my head).

The larger IC has 3" in/out, would it be best to go 3" right after the turbo, through the IC and keep that size right to the throttle body?
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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3

Last edited by gavinc69; 10-05-2015 at 12:13 PM..
Old 10-05-2015, 12:10 PM
  Pelican Parts Technical Article Directory    Reply With Quote #196 (permalink)
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Will be running 2.5" from turbo to IC and then 3" from IC to throttle body which is 3.25".
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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 10-16-2015, 10:57 AM
  Pelican Parts Technical Article Directory    Reply With Quote #197 (permalink)
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Before the IC install I need to block off the airbox CIS pop off valve.
Until now I have used a plumbers test bung which has been OK, but the more you use boost the more it starts to bleed pressure and eventually blows out.
I think the rubber gets a bit hard/dry and it loose's its grip in the hole.

So, I've come up with a solution to block the hole where the pop off valve was semi perminatly and will try it this weekend.

Then its on to the big IC install and I will redo the FrankenCIS as I think issues wit the plumbers bung have given inconsistent results, plus it will auto tune with any changes the big IC make cause.
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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 10-16-2015, 11:03 AM
  Pelican Parts Technical Article Directory    Reply With Quote #198 (permalink)
 
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IC kinda installed, still needs some work and finishing off.
Also waiting on a few bits and bobs to finish off the rest of the plumbing to the throttle body.

All the bolts and nuts are temporary and will be replaced by nice new dome head bolts and dome nuts, also all the ally mounting parts will be powered coated black.

It was a real tight fit, like 1cm clearance here and there on the tail.










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1980 SC Flatnose, Euro 3.0, LW Flywheel, 993 Cams, Port & Polish Heads, RS Cut Valves, MSD 6AL, Blaster Coil, Magnacor Leads, Boxster Brakes, WEVO Mounts, TRG Roll Bars, Rollcage, RSR rear fenders, OE Short Sift, K27 7200 Turbo Conversion, OBX Headers, Tial Wastegate, EFI MicroSquirt v3
Old 10-25-2015, 08:19 AM
  Pelican Parts Technical Article Directory    Reply With Quote #199 (permalink)
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I don't dispute the design flaws with the i/c but, he's getting allot of air over a lot of surface area. I wouldn't be surprised if his intake temps are fine, especially given the location.
BTW thanks for sharing your build. I'm going pull the trigger on the FrankenCIS as well one the time comes. Really cool product. Long live CIS
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81 Pacific Blue 930 Euro coupe slicktop on a strict diet, Rarlyl8 headers, Blowzilla turbo, Tial waste gate, Full bay I/C, Home made center out exhaust, Leask WUR, MSD 6AL, PLX wideband
Wevo shifter, LSD. Next up, Cams, Heads and port work
Old 10-25-2015, 08:37 PM
  Pelican Parts Technical Article Directory    Reply With Quote #200 (permalink)
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