New AP/VR 650 Turbo Kit Porsche 996TT
#31
Maybe this is fodder for another thread. But can you point out the differences between GT2 and X50 if any?
#32
No sh*t. Somebody come up with a better design for the line fittings please! Just breaking free that damn fitting can make the line itself slightly eccentric so the fitting becomes tight and won't spin freely. So trying to avoid crossthreading aluminum into aluminum during the reinstallation is very tricky (and that is a huge understatement- I thought I was going to go insane). A threaded steel insert in the sump would work but that would drive up the cost. Maybe a helicoil?
__________________
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
#33
Markski that's a great idea but I'm shocked that you, of all people, went that route since they are heavier than solid lines.
#34
steel brained lines? my college days just flashed....
Our kit does include steel braided lines, new fittings, and new check valves for the oil system. Since the can is designed to be used with the Garrett turbo, not sure it will work for those with stock turbo setups. We do a TON of line work, so if you know the ID, length, and fitting type, let me know and we can make you any line for cheap
Cant wait for tomorrow! X50 tip time with the turbo kit!
Our kit does include steel braided lines, new fittings, and new check valves for the oil system. Since the can is designed to be used with the Garrett turbo, not sure it will work for those with stock turbo setups. We do a TON of line work, so if you know the ID, length, and fitting type, let me know and we can make you any line for cheap
Cant wait for tomorrow! X50 tip time with the turbo kit!
#35
ari, the GT2 and TT X-50 have several differences the biggest being the first is RWD and several hundred pounds lighter, however the two cars have identical engines and intercoolers so similar power with the K-24 turbos instead of the stock K-16's so start out closer to 450hp instead of 420.
Last edited by tom kerr; 11-18-2007 at 05:31 PM.
#36
LOL sorry I meant steel braided lines...
here is what you need.... fits stock K16s as well as Garetts.... one end goes to the check valve ans the other to the turbo... However, on the garetts you need to use a special restrictor that usually should be supplied by the turbo maker... its a fitting... here are some pics of my new set up.....
here is what you need.... fits stock K16s as well as Garetts.... one end goes to the check valve ans the other to the turbo... However, on the garetts you need to use a special restrictor that usually should be supplied by the turbo maker... its a fitting... here are some pics of my new set up.....
__________________
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
#37
Dan and Marksi,
I was referring to the oil sump lines, not the turbo feed lines. They bend when removed, distort, and then become difficult to reinstall. It is easy to strip the threads as both the male and female threads are soft aluminum.
I was referring to the oil sump lines, not the turbo feed lines. They bend when removed, distort, and then become difficult to reinstall. It is easy to strip the threads as both the male and female threads are soft aluminum.
#38
Dan, what are the pros and cons of the Garrett turbos vs hybrids?
Also, pros and cons of an external waste gate? how will the underside of the car look after awhile with exhaust dumped under the engine??
thanks
tom
Also, pros and cons of an external waste gate? how will the underside of the car look after awhile with exhaust dumped under the engine??
thanks
tom
#39
Markski... we know we know! but brains! come on that was funny
roadsterdoc we could supply that as a steel braided line but the factory one works fine. I can say that if you were to mess your OEM one, we could supply a new one for you.
Tom -
most of the time hybrid turbos are USED if I am correct. you are taking your 16 or 24 turbos and having them machined to fit different cartridges or exhaust sides. You are what they call frankenstein' them. I am not a turbo builder nor expert, but I would assume that an off the shelf ball bearing Garrett turbo with no modifications to it specd out from Garrett will last you longer, operate more efficient, and have better performance over the life. But I could be wrong...
What I do know is that the external wastegates far exceed the internal ones. On a stock turbo, the internal wastegate opens into the path of the exhaust gas. That flap literally opens up right in front of the turbine wheel. Restrictive. On any turbo car that we have done external wastegates with, you are bypassing the stock exhaust system and allowing the turbo to be more efficient. It almost always yields a larger increase in torque and since there is no hinderance with the turbo, you gain more HP's. you will notice on the picture above of the underside of the car as well as the new pics I will post today, that the external dump pipes point straight to the ground. The underside of your car will look no worse then it already does For those wanting to have some fun, extend the dump pipe to your exhaust system and shoot flames!
roadsterdoc we could supply that as a steel braided line but the factory one works fine. I can say that if you were to mess your OEM one, we could supply a new one for you.
Tom -
most of the time hybrid turbos are USED if I am correct. you are taking your 16 or 24 turbos and having them machined to fit different cartridges or exhaust sides. You are what they call frankenstein' them. I am not a turbo builder nor expert, but I would assume that an off the shelf ball bearing Garrett turbo with no modifications to it specd out from Garrett will last you longer, operate more efficient, and have better performance over the life. But I could be wrong...
What I do know is that the external wastegates far exceed the internal ones. On a stock turbo, the internal wastegate opens into the path of the exhaust gas. That flap literally opens up right in front of the turbine wheel. Restrictive. On any turbo car that we have done external wastegates with, you are bypassing the stock exhaust system and allowing the turbo to be more efficient. It almost always yields a larger increase in torque and since there is no hinderance with the turbo, you gain more HP's. you will notice on the picture above of the underside of the car as well as the new pics I will post today, that the external dump pipes point straight to the ground. The underside of your car will look no worse then it already does For those wanting to have some fun, extend the dump pipe to your exhaust system and shoot flames!
#43
Tom,
To briefly answer your question the hybrids make good power, but our set-up is a true garrett turbo with a CHRA ballistic cartridge. This is in my opinion the best center cartridge out there. I can't speak on behalf of the hybrid guys as I am not sure, but I don't think they use the CHRA housing.
Also I personally did a lot of compressor chart sizing and I found these turbos to be the most efficient. These turbos will continue to make power at higher and higer boost for the guys that want to get a bit more crazy.
http://www.turbobygarrett.com/turbob...548_comp_e.gif
This is more or less what we used but if you do the math on it, the turbo vs air flow/displacement rating is very fitting.
Hope this helps guys,
Mitch Mckee
Vivid Racing
#44
The kit looks very nice Dan, thanks for providing another viable option. I like the fact that you used a T3 flanged manifold to allow for such a wide variety of easy upgrades, very cool. From the pictures it looks like you used a .63 A/R for these dyno results, is this correct?
Could you post an overlay of this dyno plot with one from a car with K24’s (or some K16/K24 based variation) that you have dynoed? Obviously the peak power numbers will be different. But it would be interesting to see the spoolup/area under the curve differences between the two. Thanks.
Could you post an overlay of this dyno plot with one from a car with K24’s (or some K16/K24 based variation) that you have dynoed? Obviously the peak power numbers will be different. But it would be interesting to see the spoolup/area under the curve differences between the two. Thanks.
#45
The kit looks very nice Dan, thanks for providing another viable option. I like the fact that you used a T3 flanged manifold to allow for such a wide variety of easy upgrades, very cool. From the pictures it looks like you used a .63 A/R for these dyno results, is this correct?
Could you post an overlay of this dyno plot with one from a car with K24’s (or some K16/K24 based variation) that you have dynoed? Obviously the peak power numbers will be different. But it would be interesting to see the spoolup/area under the curve differences between the two. Thanks.
Could you post an overlay of this dyno plot with one from a car with K24’s (or some K16/K24 based variation) that you have dynoed? Obviously the peak power numbers will be different. But it would be interesting to see the spoolup/area under the curve differences between the two. Thanks.
To answer your question it is the .63 AR. You could go with different size anything really on the kit and that is the beauty of it. As long as the turbo of your choice is a T3 based foot print you can run a lot of things up to I would say a GT37R. Now twin GT37R's would be nasty.
I will post up some overlays of the different kits later on today.
Thanks,
Mitch Mckee
Vivid Racing