The REAL 27/8 thread
08-22-2008, 12:43 AM
#32
Nordschleife Master
Matt, thanks for the plug 
Ive been all over the place about selling it, then keeping it. As it stands right now i am planning on keeping it.. just trying to figure out about converting it to the 7200 compressor wheel.
I chose the K27/6 for a few reasons. I am not concerned about peak numbers or a dyno queen. My goal was to put out a reliable 300whp at about 15-16psi. I think i can come pretty close to that with the K27, my K26/6 put down 260whp at 14psi..so i figure ill be pretty close with the K27. Spool up is a big concern of mine also and the K27/6 will offer those HP goals without even changing the spool up much. Ideally i would go for something like a Vitesse Stage 2 or something ball bearing from Pauerman, but the K27 is hard to beat considering the turbo itself can be had for the sub $500 range. I dont think the #6 hotside will really be a big factor for me with excess backpressure because i honestly dont plan on running much more than 16psi for maybe one or two dyno pulls. For all other times, the car will be set to 15psi. If anything ill actually be running less than 14psi while on the track because this car is a handful as is for me. Mind you, i came from driving a 125whp n/a 944 before this!
I think the real cost factor about upgrading comes when you start thinking about what supporting mods you need. That includes injectors, 3.0bar FPR and needing a new tune, achievable from either new chips with the AFM or going with a MAF system. I ended up going with the Vitesse MAF because it seems like the only system out right now where i dont read about problems and i love the ability to go from super low boost (i have a .8 bar wastegate spring) to 20psi if i wanted to without having to retune the car. Also the ability to swap turbo's without having to worry about the tune. Dont get me wrong, you pay alot upfront. My friends though i was nuts to pay that much for a MAF system (they are lucky to all have newer cars which come with MAF's standard!) but it was a true plug and play setup and continues to be even as you upgrade other parts of the car.
Ive been all over the place about selling it, then keeping it. As it stands right now i am planning on keeping it.. just trying to figure out about converting it to the 7200 compressor wheel.
I chose the K27/6 for a few reasons. I am not concerned about peak numbers or a dyno queen. My goal was to put out a reliable 300whp at about 15-16psi. I think i can come pretty close to that with the K27, my K26/6 put down 260whp at 14psi..so i figure ill be pretty close with the K27. Spool up is a big concern of mine also and the K27/6 will offer those HP goals without even changing the spool up much. Ideally i would go for something like a Vitesse Stage 2 or something ball bearing from Pauerman, but the K27 is hard to beat considering the turbo itself can be had for the sub $500 range. I dont think the #6 hotside will really be a big factor for me with excess backpressure because i honestly dont plan on running much more than 16psi for maybe one or two dyno pulls. For all other times, the car will be set to 15psi. If anything ill actually be running less than 14psi while on the track because this car is a handful as is for me. Mind you, i came from driving a 125whp n/a 944 before this!
I think the real cost factor about upgrading comes when you start thinking about what supporting mods you need. That includes injectors, 3.0bar FPR and needing a new tune, achievable from either new chips with the AFM or going with a MAF system. I ended up going with the Vitesse MAF because it seems like the only system out right now where i dont read about problems and i love the ability to go from super low boost (i have a .8 bar wastegate spring) to 20psi if i wanted to without having to retune the car. Also the ability to swap turbo's without having to worry about the tune. Dont get me wrong, you pay alot upfront. My friends though i was nuts to pay that much for a MAF system (they are lucky to all have newer cars which come with MAF's standard!) but it was a true plug and play setup and continues to be even as you upgrade other parts of the car.
08-22-2008, 02:59 AM
#34
Former Vendor
While this thread turned to 27/6, I'll post my old dyno sheet too...:
Guru MAP & AFMLink, original airbox and IC, 3" exhaust including dp & cat, 1.1bar boost, 12-13 A/FR, #72 injectors.
Oh yes, there's also turbo's specs... K27/3LEP compressor housing, turbine wheel modified Holset 52x76mm, machined turbine housing, K27 62,5mm turbine wheel modified to 60x66mm, A/R 6.
Guru MAP & AFMLink, original airbox and IC, 3" exhaust including dp & cat, 1.1bar boost, 12-13 A/FR, #72 injectors.
Oh yes, there's also turbo's specs... K27/3LEP compressor housing, turbine wheel modified Holset 52x76mm, machined turbine housing, K27 62,5mm turbine wheel modified to 60x66mm, A/R 6.
08-22-2008, 10:32 AM
#35
Formula One Spin Doctor
Rennlist Member
Rennlist Member
While this thread turned to 27/6, I'll post my old dyno sheet too...:
Guru MAP & AFMLink, original airbox and IC, 3" exhaust including dp & cat, 1.1bar boost, 12-13 A/FR, #72 injectors.
Oh yes, there's also turbo's specs... K27/3LEP compressor housing, turbine wheel modified Holset 52x76mm, machined turbine housing, K27 62,5mm turbine wheel modified to 60x66mm, A/R 6.
Guru MAP & AFMLink, original airbox and IC, 3" exhaust including dp & cat, 1.1bar boost, 12-13 A/FR, #72 injectors.
Oh yes, there's also turbo's specs... K27/3LEP compressor housing, turbine wheel modified Holset 52x76mm, machined turbine housing, K27 62,5mm turbine wheel modified to 60x66mm, A/R 6.
08-22-2008, 11:57 AM
#36
Former Vendor
It's flywheel-hp, but I assume that you noticed. Anyway, it was all-day (I had boost controller set to 1.1bar ) usable power, more torque than stock peak between 3200 and 6400.
08-22-2008, 04:02 PM
#38
Rennlist Member
This was my PH K27/6 7200(as stated on the invoice). When I ordered it, David commented that they no longer
were offering the DR wheel. This was with 55lb injectors, 3 bar FPR, 1st Gen. Vitesse software & MAF,
LR Stage II intercooler & hardpipes, 3" exhaust-no cat. I'd like to get it back to the dyno as I've added
LR Stage II head & VR chipboard. This run was back when Sunoco 94 octane was available and at 18psi.
The car pulls very well and I'm pleased with the K27/6.
were offering the DR wheel. This was with 55lb injectors, 3 bar FPR, 1st Gen. Vitesse software & MAF,
LR Stage II intercooler & hardpipes, 3" exhaust-no cat. I'd like to get it back to the dyno as I've added
LR Stage II head & VR chipboard. This run was back when Sunoco 94 octane was available and at 18psi.
The car pulls very well and I'm pleased with the K27/6.
Last edited by mwc951; 08-22-2008 at 10:03 PM.
08-22-2008, 08:09 PM
#39
Burning Brakes
This was my PH K27/6 7200(as stated on the invoice). When I ordered it, David commented that they no longer
were offering the DR wheel. This was with 55lb injectors, 3 bar FPR, old Vitesse software & MAF,
LR Stage II intercooler & hardpipes, 3" exhaust-no cat. I'd like to get it back to the dyno as I've added
LR Stage II head & VR chipboard. This run was with 94 octane at 18psi.
The car pulls very well and I'm pleased with the K27/6.
were offering the DR wheel. This was with 55lb injectors, 3 bar FPR, old Vitesse software & MAF,
LR Stage II intercooler & hardpipes, 3" exhaust-no cat. I'd like to get it back to the dyno as I've added
LR Stage II head & VR chipboard. This run was with 94 octane at 18psi.
The car pulls very well and I'm pleased with the K27/6.
mwc951-
Did David @ Powerhaus call your turbo a K27/29? Just curious, that's what he called mine. Not sure of the details other than he said he modified it to use a K29 wheel. Hmmm
08-22-2008, 08:20 PM
#40
Race Director
Is it safe to say that this (TQ drop-off) could be negated with a well exhausted motor? e.g....3" catless exhaust? Would that also improve HP significantly?Moderately? or not at all? Thanks for ALL your input...this thread and others.
Cheers
Patrick
08-22-2008, 08:47 PM
#41
Burning Brakes
Here is the link to my dyno run if anyone is interested. This was the re-run I referred to earlier in the thread - after making adjustments to the AFR. Enjoy!
http://www.youtube.com/watch?v=MU-Sse3PUPM
http://www.youtube.com/watch?v=MU-Sse3PUPM
08-22-2008, 09:23 PM
#42
Rennlist Member
Thread Starter
I was excited about the 350hp dyno sheet above, until I realized it was at the crank. It's a great turbo I don't doubt it, but the #8 will just suit my needs better. Are 55#'ers enough for inj or would bigger be better?? I know 55's can handle 350hp or so and that is prob, the main goal.
Those with the K27/6. I am sure the quick spool is great, and the dyno charts are proof. Thanks for posting them!! I was actualy considering it for almost a whole day!!
Those with the K27/6. I am sure the quick spool is great, and the dyno charts are proof. Thanks for posting them!! I was actualy considering it for almost a whole day!!
08-22-2008, 09:53 PM
#43
Rennlist Member
The invoice from PH states:
K27/6-7200 w/ light weight rotor group. Dated 2/04
08-23-2008, 04:33 PM
#44
Nordschleife Master
For the last 6 months I've been really liking the 27/6. Gotta have that early spool up. From what I've seen you can find new ones for slightly less than aftermarket turbos but where for only $500?
08-23-2008, 05:35 PM
#45
Rennlist Junkie Forever
TonyG