We just finished an Agency Power 590 Turbo Kit build on a Porsche 996TT. Read more about the product here - http://www.vividracing.com/catalog/a...5-p-45781.html

The car features the following modifications -

• K24/18G Turbos
• Tial 44mm External Wastegates
• Agency Power Exhaust
• Agency Power Headers Modified for Wastegates
• Agency Power Boost Hoses
• Agency Power F Hose
• Agency Power Cold Air Intake
• Forge Diverter Valves
• Softronic ECU Tuning
• 5Bar Fuel Pressure Regulator
• Greddy Profec B2 Boost Controller

Running the car at 1.2 or 1.3bar would be safer with 100+ octane. The K24/18G does feel a little laggy on the bottom compared to our Garrett Turbos on the 650+ kit. The top end definitely pulls strong. On our Mustang Dyno, the car made a respectable 500whp at 1.25bar and really strong torque. The Tial 44mm external wastegates are definitely the reason the torque climbed. Bypassing the exhaust system allows for the exhaust gases to be released without affecting the turbine. The car is very comfortable for daily driving and really roars once the wastegates open. The Greddy Profec offers the ability to change boost levels on the fly for street or track.
How does it compare to our 650+ kit? The Garretts definitely make more power and are capable of even more. They spool a bit earlier give that hard hitting torque faster. Adding some 60lb injectors and the 650 kit can be come a 700 kit. Not sure what the capacity of the K24/18G is. The upgraded headers, oil cans, water lines, oil lines, etc do add some nice features compared to the 590. As far as price goes, if you have the K24 turbos already, the upgrade is very cheap. Adding the external wastegates is not necessary, but adds some flavor with performance. If you don't have the K24 turbos and have to start from scratch, an extra $1500ish will bump you to the 650 kit. All said and done, the car turned out well!

All pictures of the car can be seen here -
http://www.vividracing.com/forums/ga...ages.php?c=272






YouTube Video Here -
http://www.youtube.com/watch?v=pFCWn6cP25Q

 

That exhaust with staggerd quad tips looks great from the rear. Anyone out there that own one have anything to say about it? Thanks for the update on the 590 kit Dan.

 

Dan,
This is about the same setup I have but have not installed. What do you mean when you say the 24/18s are laggy on the bottom?

 

he means that it take a bit of time down low to build boost , which on my proto setup i dont have much lag at all.. especialy when u start tweaking the gain on the ebc

 

Hi Dan,

I enjoy reading about your new kits and I like seeing the new things you are doing, but I would like to make a few of comments/questions regarding your post:

1) After reading your initial post a few weeks ago about gains to be realized with external wastegates...I ran this by Todd K - about converting to external wastegates (I have the PE700 package with K24/18G's) and he feels there would be not be any advantage in terms of power over the internal wastegates. Todd felt fairly certain about this...so, I don't know what to think, other than perhaps this claim is not really accurate. I and I am sure several others would love to see a same car/same day/same boost setting dyno comparison of the two wastegate styles on K24/18G's.

2) You stated that you were "Not sure what the capacity of the K24/18G is." I think almost everyone here knows the K24/18G is the foundation of the PE700 kit and the capacity is 700 crank HP - give or take a few HP depending on the boost being run.

3) Why don't you offer a 700 kit with the K24/18g's via fuel pumps and larger injectors, which is a known method to achieve 700 crank HP with these turbos?

 

Onetime, I drove a K24/18G base car (just turbos, exhaust, Greddy and ECU) when I was considering Protomotive and I noticed a lot more lag than my K16/24's at the time. We went out on the highway and punched it from a roll about 50-105. The Proto car jumped out ahead and kept pulling away. I decided that day that I would take a little more lag for a faster car. In an unexpected turn of events, in the middle of the upgrade, I decided to go the full Proto 700 route with dual pumps and injectors and MAF. When I got the car back, I was shocked at how all the lag had disappeared and how responsive the throttle response had become...the car revs like it has a LWF and it has the OEM dual mass - in addition, the lag I felt on the test car was totally gone!

Initially, I spoke to Todd about the lag I felt and we outlined a plan to reduce it a bit by using V-flow to upgraded, enlarged intake pipes, ported headers and a 75mm throttle body, while at the same time increasing power. Todd felt this would help the lag and that was the plan, until I decided to do the fuel in the middle of all this. IMO, the fuel system pushed the car over the top and ended up exceeding my expectations.

With all that said - I think the K24/18's are a little laggy, if left alone, but can be really tight when complimented. Also, this was only one car and I am not sure if it was running the way it was supposed to be, but everything seemed to be fine, just a little laggy on the low end, as Dan stated.

If you feel the lag will bother you, I would suggest the V-flow, an intake kit and ported headers as complimentary items to the K24/18's. Or buy the balance of the 700 kit and go all the way.

 

Dan as always great stuff!
John I am patterning my car after yours. Step by step of course. I am starting with the k24 hybrids with the vivid box, agency headers with straight pipes, 5bar FPR, silicone boost hoses, EVO diverters, Todd's software and a Greddy boost control.

Should I stop there for a fast, reliable, dependable road race car or do you think some more things should be done. I plan to stay at 1.2 bar with 93 octane. Trading your power and short drag runs for 45 minute track sessions.

Another step or any other suggestions? John, Dan??

thanks

tom

 

Tom,

Personally, I would add a plenum for more air to the turbos, since the K24/18's are capable of drawing a lot more air in, than the original OEM turbos. Then I would stop where you are and call it a day. I like the extremely thick walled plastic EVO pipes, which seem to be indestructable. The softer hose versions scare me, as you do not want a compromise to cause debris to be sucked into your turbos/motor. The EVO pipes are big, very strong and secure. I can't envision them failing...

The only problem with this is that it's a fairly expensive mod - the pipes are 2Kish and the labor is up there too. If the motor is coming out or down for a clutch - that's a perfect time to do it. Tom, I am not absolutely certain about the benefits of this, but I think your car would run stronger on the mid-top end with the pipes...I know SG recommended them with the K16/24's for mid-top end power.

 

Tom,
If you are doing 45 minute track events I would strongly suggest a set of Evoms and or Blown6 ICs... especially if you live in a warm climate.... you will be surprised how much happier your car will be running a bit cooler.

markski

 

Great Kit!!!!!!!!!! Now you need to move up to GT30 and/or GT35s!!!!

Robert

 

John,
Thanks so much for the info. I think you nailed it.

 

Dan,

Is this the same program/flash used for K24 cars? or is it specific to the 24/18g?

 

The dyno shows 280 ft-lbs of torque at 2500 rpm and yet it feels a little laggy? I would love to see it run next to a stock K16 996TT and see if it appears laggy.

 

I compare it with the flashed K24 dyno sheet on vivid's website (not same day, not same car ... blah blah. so yes this comparison is totally bollocks. but just looking at the shape).

It appears the K24/18g in this setup behaves just like the K24, until 3500 rpm, then the torque goes up a lot quicker to a higher peak at 4400

 

Now comparing with the 650 kit dyno sheet (usual bull**** warning applies), it appears that the peak torque is only 30 ftlb different, with the 650 kit, the peak is achieved *a lot* sooner, and sustained *a lot* longer.

I'm still a whimp running K16 with flash, but then based on the shape of the curves, I'd rather go cheap and do a K24 with flash, or go 650 for a much, much stronger car on both street and track.