I have K24s on my car and was thinking of going the 24/18 route. Question I have is can you tell a discernible difference in everyday driving and say 0-100 performance or it it going to be more of a top end difference.

 

Of course....
Its not even a question.... there are also 20gs we do for those looking for more power...
We did the first 18g on a K24s many moons ago... same with 20gs...
good luck,
markski

 

Absolutely

 

night and day .

 

massive difference. even low end and spool up way faster, many benefits other than just top end. good across the performance curve and if you have k-24's it is no question best bang for the buck. Going beyond that is really overkill.

 

Tom, where have you been?

 

Mark, please quantify rwhp for K16's, K16's with flash, K24's, and K24/18's.

 

Someone told me that it would cause the spool up to be laggier on my X50 tip because the 18s take more energy to get moving. I don't want to say who the someone is because he is a respected mechanic. But I am interested in others opinions and real world experiences on this.

 

thats sort of hard to do across the board.... one would have to keep everything constant and swap turbos then compare... a simple 300 cell cat on some after market exhaust thats 2.5" OD at best with tips reducing( like on stock) to 2.25" at best will rob you of 30 rwhp... actually someone on 6speed did the dyno test.... etc etc...
There are other variables... different tunes, add ons, etc all change the HP....
even something simple as a aftermarket WG spring will create more down low TQ.... and boost of course... something you dont usually see on a dyno graph...
markski

 

OK, lets make it simple to get an approximation of difference. Let's say everything else is stock. Then what would be the spread between each?

 

Sure but not by much... and that goes with any bigger compressor wheel...
there are exceptions... bottom line... bigger turbo more power which usually shifts the HP graph a few hundred rpms to the right... but take that TQ-kee small turbo thats juiced up on BOOST just to produce the numbers( emitting more heat too) against a slightly bigger turbo thats not working as hard to produce same numbers or better.... and with a bigger turbine(hotside) that breathes better up on top anyways... in street head to head that smaller turbo will not be so responsive anymore once in higher gears top of 3rd and on....
Thus sure we all like TQ down low right? at least on paper... lol but that is also the number one reason for bending rods.... anyways, most dont think about that when purchasing turbos... but lets take it to a street race.. a k24 vs k24/18g... k24 will come on faster a bit in first 2 gears... get a jump... and thats it.. that's where the race ends... because anything after the 18g will take over... I had TQ-kee turbos... so I was able to sit and spin tires(lol) like a mustang- didn't get me far though....
my point is: in order to run smaller TQ-turbos you have to be able to put it down on the pavement... and if you do 2nd or 3rd gear rollouts your better with a bigger turbo as you will need the top end... Tq does not win races.. HP does...

 

In Europe we have lots of corners & roundabouts = K16 Billets, frankly if you want any more power than I currently have, you are going to jail !

 

I will probably do something with my turbos next in line on my mod's calendar. Decisions decision, I don't need to go 190 MPH but may want to someday if I start tracking. I would like to be able to get a good trq-kee pull coming out of a tight turn. Currently to do that I am going all the way down to first on my tip. Maybe I just need to learn to drive better.

 

One thing that get's left out of these discussions is gearing and what happens to the Car and the Turbos when you are on a Road Course... I am never out of the boost at any Road Course I run at.. if you are a competent Race Car/Track day driver, you should know what gear you should be in at all times and in every corner you go through... As long as you have your Turbos on boost, then the argument over which one gets the jump is irrelevant..

If you are on a Road Course and you are significantly OUT of the boost, you are in the wrong gear my friend..

Another thing to think about is your shifting... The quicker/faster you can shift between gears, the less rpm's you lose, the less re-spooling the Turbos have to do and the faster you get back into the fat part of your boost curve. That's one area a short shifter helps.. it saves you precious tenths on the shifts (which saves time) AND it also means that the boost levels stay higher than when you are shifting slower.

 

What do you mean "we"? Todd and Bobby came up with the K24/18G setup long before you had even met either one of them.

Don't try and take credit for things that you had absolutely no part of.