996 Turbo / GT2Turbo discussion on previous model 2000-2004 Porsche 911 Twin Turbo and 911 GT2. Sponsored By Vivid Racing
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I remember that even less than a year ago people were talking mainly about k16/24 and maybe k16/26 turbos as the "popular" hybrid turbos, but now everyone seems to talk much more about the K16/16g hybrids. Why is that? They seem to make similar power (at least from the dyno graphs I've seen posted). Is one newer technology (the K16/16g) than the other (the K16/24 or 26)? Is one more efficient than the other? Is price a major factor? Or is the K16/16g hybrid just currently "more trendy"?
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I went with the 16/16 setup because of price. Tony at EPL was offering an introductory price of around 2300.00 I think. This included the turbos and a flash. I had already purchased a 5 bar FPR. Huge difference over my flashed k16s.
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2001 TT, Current mods- EP2 quiet, PSS9s, EPL 16/16g.
I've been wondering the same question myself, as I plan on buying a 996T soon and am probably going to go with K16/16G hybrids. Most of the posts I saw about it were in it's beginning and I have not seen any recent posts about it lately either.
That's one of the threads that got me thinking about the topic. Less than a year ago, that thread might have been titled "opinions on K16/24 turbos" rather than "K16/16g turbos". Not many people were talking about K16/16g turbos back then, but now that's what everyone seems to be talking about.
Is it just the situation that newer always seems better, or is it that the K16/16g hybrids are less expensive, or is it that they are just "better"? Has the K16 hybrid technology changed that much in just a year?
It's key to understand what the pros and cons are with the smaller hybrid turbo setup. You won't be the "big dog" at the track. You won't make the most PEAK HP, and you won't have the best 1/4 mile time.
What you will have, with the proper tune (And I've had good and bad tunes) is endless torque and what feels like no lag. I like them because I like the "lack" of turbo hit.
However, make no bones about it, you can have a K16/24 or K16/16G setup that won't perform well if you scrimp on the tune and the tuner. My car came to me with UMWs turbos and Upsolute software. I had the factory FPR and the factory wastegate springs. The car was a DOG and still made good "peak" power on a mustang dyno in AWD configuration. It had almost no throttle response and seemed very laggy. one year after buying the car, I decided to upgrade to the software that was meant for the turbos. I also upgraded the wastegate springs and FPR to a 5 bar unit. I now have what I call "Big Block Chevy power, to redline. The car makes what feels like endless torque, lots of HP and EXCELLENT throttle response.
Unfortunately my car is being "detuned" while I try to find a quieter exhaust solution. I'm giving up .2 bar of boost and probably a bunch of power.
Mike
__________________ UMW Tuned K16-24 Turbos/Wastegates/5Bar FPR, Bailey DVs, VIVID Carbon Lid and SAMCO boost hoses!
Unfortunately my car is being "detuned" while I try to find a quieter exhaust solution. I'm giving up .2 bar of boost and probably a bunch of power.
Mike
BLASPHEMY !!!!
seriously, the smaller turbos give much more torque where you live most of the time and for a track car more easily controllable power. These cars usually don't feel like they have turbo lag at all.
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I remember that even less than a year ago people were talking mainly about k16/24 and maybe k16/26 turbos as the "popular" hybrid turbos, but now everyone seems to talk much more about the K16/16g hybrids. Why is that? They seem to make similar power (at least from the dyno graphs I've seen posted). Is one newer technology (the K16/16g) than the other (the K16/24 or 26)? Is one more efficient than the other? Is price a major factor? Or is the K16/16g hybrid just currently "more trendy"?
I think I'm partly responsible for the shift towards K16/16g. When I called Mike at Blouch and asked him to build me a set of K16/24s, he advised against it and told me that the 16g mitsubishi compressor wheel was more efficient and flowed a bit more air than the K24 borg warner compressor wheel. I also looked at the compressor maps of the two wheels and drew the same conclusion. Therefore I picked the 16g wheel and have been very happy with it. I currently have the fastest 60-130 time for a K16 based turbo.
Hope this provides some background. I have since learned that Proto did a few 16g setups way back in the day, but that it had just not been spoken about on the board.
whats better to do with the turbo upgrade.. a 5 bar fpr or 60lb injectors? someone said most go with the 5 bar because less labor involved over injector swap... but is there a difference in performance.. gas milage?
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2003 996tt tiptronic Midnight blue(in Fl)
2008 Range Rover sport charcoal (in Fl)
1984 Ferrari 308 gts RED (in Fl)
1989 Lamborghini countach WHITE (on LI)
2005 Gallardo 6 speed Pearl yellow (SOLD)
I think I'm partly responsible for the shift towards K16/16g. When I called Mike at Blouch and asked him to build me a set of K16/24s, he advised against it and told me that the 16g mitsubishi compressor wheel was more efficient and flowed a bit more air than the K24 borg warner compressor wheel. I also looked at the compressor maps of the two wheels and drew the same conclusion. Therefore I picked the 16g wheel and have been very happy with it. I currently have the fastest 60-130 time for a K16 based turbo.
Hope this provides some background. I have since learned that Proto did a few 16g setups way back in the day, but that it had just not been spoken about on the board.
this is good info, can you pm me the compressor maps. I don't own either but I like looking at stuff like that.
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whats better to do with the turbo upgrade.. a 5 bar fpr or 60lb injectors? someone said most go with the 5 bar because less labor involved over injector swap... but is there a difference in performance.. gas milage?
5 bar is all you need. Injectors won't benefit a16g or 24 much. Not for the cost. The 5 bar is all you really need. But whomever does your kit will tell you this.
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To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - Concord Impresario Zenith mvmnt for sale and willing to trade for items listed in posting
if I go with k24/18 set up then injectors are better then the 5 bar?
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2003 996tt tiptronic Midnight blue(in Fl)
2008 Range Rover sport charcoal (in Fl)
1984 Ferrari 308 gts RED (in Fl)
1989 Lamborghini countach WHITE (on LI)
2005 Gallardo 6 speed Pearl yellow (SOLD)
if I go with k24/18 set up then injectors are better then the 5 bar?
if you want to wring the most out of those turbos yes. Take a look at all the really fast cars with those turbos and injectors. But if you are not doing injectors 16's are the way
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To view links or images in signatures your post count must be 10 or greater. You currently have 0 posts. - Concord Impresario Zenith mvmnt for sale and willing to trade for items listed in posting
if you want to wring the most out of those turbos yes. Take a look at all the really fast cars with those turbos and injectors. But if you are not doing injectors 16's are the way
A 5bar and stock injectors limits you to about 600 crank hp. With a K16 based turbo, that's ok, because that's about the limit of what that turbo can do.
If you want anything over 600 crank, you need injectors and a bigger turbo than a K16 frame.
Note, there's only one car on this board on stock injectors that has a faster 60-130 time than me (K16/16g, stock fuel system and a 5 bar on 93 octane at 1.2 bar). His car was a K24/18g car on race gas at 1.35 bar.
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