Here are pics of the turbo I removed my 86 Ruf modified car.

I have been told that Ruf had some unique turbos that were installed on their early cars, but I wouldn't know if this one is stock or a Ruf "special". From what I have seen, the early Ruf modified cars can have any combination of mods (some even have only cosmetics like gauges and steering wheel). Since I don't have a build sheet, it's kind of an adventure finding out what is and isn't stock on my car.

Anyways, if someone can definitively tell me what this is via the pics I would greatly appreciate it.

The ID tag reads:
ATL-NR: 5327-970-7006
AUSF-NR: 14247

Cheers,
Maxx

 

Maxx - So you finally got that bugger off the car...congrats!

That is definitely not a stock turbo..here is the stock beast on the right (3LDZ):



Yasin

 

That's a K27-7200, at least per Kevin's identification of my old turbo. The markings are the same.

 

You've got a K27-7006 turbocharger.. Doesn't look out of the ordinary.. Standard 7006 issue..

 

I stand corrected!

 

The early 7200's shared the same compressor housing casting. As you can see, it is a two piece housing.

 

Thanks guys.

Kevin, is the 7006 worth anything either as a core or for rebuilding? Is there a market for it?

I ask becasue I'm considering rebuilding it and keeping in case I ever sell the car and someone cares about what it had from the Ruf makeover.

 

It's good for holding paper down and such.... LOL

 

The 7200 is a far better turbocharger. It cost alot to rebuild it. You Ruf didn't originally come with that turbo..

 

Kevin, if my car was factory built with a 3LDZ, then something from Ruf, then someone installed the 7006, what do you think the Ruf guys put on the car?

 

K29

 

If I'm not mistaken, Ruf were the first to come up with the K29, am I correct Kevin?

 

If you have your turbo off - don't put a turbo from 1975 back in there!!!!!!
Get a modern Garret hybrd - it will be bolt-on and MUCH more efficient.

All of the 930 turbos come from diesel trucks. This is why they are very heavy inside, usually crooked, too much play, etc. It doesn't matter when you have diesel compresion to get them going.

I am not saying triple K makes bad stuff - the modern ones Porsche uses have been designed to use on gasoline engines - imagine that.

k29 is about the biggest piece of crap you could put on your 930 in the year 2005.

 

The Garretts will NOT just bolt on to a 930. There are several issues that need to be addressed. First, the flange on the exhaust system will need to be changed from a KKK to a Garrett flange. Second, the oiling issue will need to be addressed. Working with Kevin for a number of years, he has come up with a bearing design that allows the oil to flow through the turbine shaft better and lubricate/cool the bearings much better than stock. I'd also recommend the 360 degree thrust washer upgrade. All of these modifications ARE REQUIRED to make a Garrett last in an oil cooled only environment. Additionally, you will need to upgrade your scavage pump from stock to help scavage the oil out of the system properly. If not, the oil will get pushed back through the turbocharger sealing rings and ruin your new turbo. Yes, I know some people restrict the oil supply line with a .060" restrictor, but everyone should be able to see the peril in that strategy. All of this is required to put a Garrett on the 930 and make it live...I've done a number of years of development with Kevin on my car.

To avoid all of that, you could simply use Kevin's hybrid KKK turbos which are designed to work in an oil cooled environment and have modern, up-to-date compressor wheels and are more efficient than the Garretts which, by the way, were also designed for diesel truck applications in the T04E and T04S series most commonly used.

 

Did you read what I wrote? I said hybrid. Obviously Garret hotside does not bolt up - that is elementary knowledge.
It is also elementary that the Garret T series is an older design - who would use an antique like that?
There is no oiling problem for anyone familiar with real oiling systems - that need proper crankcase closed-loop vacuum systems.