Is this K27 a good upgrade?

[TurboKraft]

Looks like the outlet adapter is about the right height.
But the compressor outlet angle looks off. Loosen the compressor perimeter fasteners and rotate the cover clockwise to the charge pipe squares up on the outlet adapter.

[heliolps2]

Chris my exact thoughts.

[WAUOla]

So gents, bumping this again, as I had such a great read in here about the old K27s.

As some(?) may remember, I was sourcing something to suit my works Quattro engine, and I believe I found something of a globe trotter. This turbo came from Germany to US (and now back to Europe obviously).

It's seemingly a large-scale K26/27 hybrid, named K26-3072 GD 12.11.
So, 3.0" compressor wheel, with the 72% face (due 3072). I don't relate the GD 11.11 data though, if anyone can help with that...?

This came matched to a #16 K26 exhaust housing, probably due homologation purposes on the Quattros, and I suspect its a 400-450 hp area unit overall (cold side for 500ish?). T3 flange, so familiarities with Porsche is strong. It's also in a more modern age cold housing than the usual casted alu one, and the tag refers to 1987. Will email BW and ask about some clarification on this turbo for sanity's sake.

[WERK I]

I know what you're going through. I purchased this turbo from a fellow Pelicanite a few years ago and haven't had any luck determining its characteristics. All I know is it's a K-27 Hybrid with a turbine slightly larger than the 7006 turbine housing.

[gumba]

I'd talk to Charlie at Evergreen Turbo, or send it to him to figure out what you have, and what it can do.
I sent him a few shots of my old 7006 to see if it could be modded to his Raptor specs, it couldn't. I did have it modded for better low/mid range torque and installed it on the bus.

[WERK I]

Thanks Harold.
What I would really like to have done is have a Turbocharger supplier/rebuilder take my cold side housing and put it on a new/rebuilt K27-7006. It has all the pertinent Porsche data on the data plate.
I'm afraid my hot rodding days are over (a young-at-heart 71). I'm moving towards putting the factory slant back to near factory levels and selling it. My guess the original turbo took a direct hit on the exhaust turbine from header slag.
Do you think Evergreen Turbo would be interested in doing something like that?

[TurboKraft]

Originally Posted by WERK I

Thanks Harold.
What I would really like to have done is have a Turbocharger supplier/rebuilder take my cold side housing and put it on a new/rebuilt K27-7006. It has all the pertinent Porsche data on the data plate.
I'm afraid my hot rodding days are over (a young-at-heart 71). I'm moving towards putting the factory slant back to near factory levels and selling it. My guess the original turbo took a direct hit on the exhaust turbine from header slag.
Do you think Evergreen Turbo would be interested in doing something like that?

Charlie (Evergreen) does that all the time.
And masks off the original tag, glass beads the cover and ultrasonically cleans it. Looks practically new.

Also, the parts are now available to rebuild the old 3LDZ and give it all modern internals. Why? Response similar to, or better than, a K27-7200, with flow better than a -7006. It's a great turbocharger upgrade, really improving the drivability of a nearly-stock 930.

[gumba]

I'd give him a call.
I wanted my 7006 to have a better lower/mid range and a linear progression instead of the high rpm push in the back.
I recently turned 69. I've been concentrating on the turbo bus because it's easier to get in and out of compared to the 930. Other than sitting higher, it's pretty close to the same thrill as the 930.

[WERK I]

Originally Posted by TurboKraft

Charlie (Evergreen) does that all the time.
And masks off the original tag, glass beads the cover and ultrasonically cleans it. Looks practically new.

Also, the parts are now available to rebuild the old 3LDZ and give it all modern internals. Why? Response similar to, or better than, a K27-7200, with flow better than a -7006. It's a great turbocharger upgrade, really improving the drivability of a nearly-stock 930.

Originally Posted by gumba

I'd give him a call.
I wanted my 7006 to have a better lower/mid range and a linear progression instead of the high rpm push in the back.
I recently turned 69. I've been concentrating on the turbo bus because it's easier to get in and out of compared to the 930. Other than sitting higher, it's pretty close to the same thrill as the 930.

Harold, love that bus. It is so-o-o-o cool. Glad you got the the cooling issues worked out. The 930 slant has an 8:41 R&P and at 70 MPH, it's turning 3100 RPM so the turbo is always on the 'boil'. Boost threshold is at around 2800 RPM with the headers. More flow at the top would be nice, but I may be at the limit top-end with the CIS. Don't know.

Chris, thanks. That sounds like a very good idea. The 930 SE engines came with SC cams and the 7006 turbo.....they seem to complement each other very well especially with headers.

In any event, I'll give Evergreen Turbo a call.

Damaged turbine wheel below.

[gumba]

Thanks.
Apparently some 7006’s can be modified for more power, mine couldn’t. Charlie modified the K27-7200 to his RS Raptor up grade. That is on the 930 with a 8:39 Andial r&p.
The 7006 went on the modified 3.3 bus motor which puts out around 400 chp. I have a Wevo modified 911 5 speed. I’d prefer a 930 sbh 4 speed because the 5 speed winds out so quick.

[WAUOla]

Originally Posted by gumba

Apparently some 7006’s can be modified for more power, mine couldn’t.

Now I don't know my way around the Porsche turbos of course, but I would imagine that a lot of these old geometry KKK turbos are able to benefit from a billett forged compressor wheel.

Atleast this is what I see for K27, K03, K04, K24 and K26s over here. So stock turbo installation with faster spool / more topend ooooumphf.



For the record, just emailed BW support and asked about the turbo and these GD12.11 numbers what they are, in an attempt to get going with some historic perspective of this turbo.

[RarlyL8]

Billett wheels transplanted into K27 and 3LDZ have been around for a while. I've worked with various turbo shops for years testing quick spool and harder hitting mods using standard housings for plug and play application. Results are a really good 3LDZ mod that has the characteristics of a K27-7200 and of course a K27 that hits harder and spools quicker. With machined hot housing and up-pipe adapter they drop in as a direct 3LDZ replacement.

[Evo11]

It looks like 63mm wheel

[Evo11]

How about this k27? It has 7 blades instead of 6....

[WAUOla]

Hi guys! After an unreasonable amount of hours, I finally made it back home from Hamburg.
On my travel there, I managed to take a look at the TAG Turbo F1 1,5L motor which included K26 turbos. Thought this info might be a nice addition here.

K26-3067GGF/8.11
86 943 0064
5326 999 1174
Compressor housing reads (86) 5327 101 50(74)

So all in all, it seems a K26 hot side with a K27 cold side.

[Speedy Squirrel]

That one is a 964 3.3L turbo. It has either been repaired, or lost its original nameplate at some point

Porsche 911 Turbo (964)
Baujahr: ab Dez 1990 Motor: 930
Hubraum: 3300 ccm
Leistung: 235 Kw 5327 988 7200
930.123.013.04
K27.2-3072GD/11.11

Originally Posted by Evo11

How about this k27? It has 7 blades instead of 6....

[gorskined]

Most of this thread is way over my head but will say I have a k27 evergreen raptor mod turbo in my 76 3.0l short stroke mostly stock with an I/c and sc cams built for reliability not HP it's my fair weather driver ... I really like the gradual spool up has a really nice controllable spool up ,unlike the 3ldz that's basically works like a light switch. On and off . I had to add the rpm boost solenoid to lean out the boost. 4200 rpm is a good spot for the boost dump for my car 13.8afr just before the dump and 11.2 afr full boost ...