Dave W.

I haven't heard of a 2667 compressor. Who makes it? What is it comparable to?

fasteddie313

The 951 /6 is a 2667 compressor..

2.6” wheel exducer, inducer is 67% the size of the inducer.. (2667)
K26-2667GGA/6.92

951S is a 2670 compressor..
Same exducer size, little bigger inducer..

931 S1 is 2664
931 s2 is 2660


All 2.6” inch exducer wheels, with varying inducer sizes..

KKK numbers = XXYY
XX= exducer in inches
YY= inducer in % of exducer.. (like tire sizes)

K26 turbos are usually 2.6” wheels.. But their are some 2.4 and 2.9s.. rare..

k27 turbos are mostly 3.0” wheels, but go up to 3.2” and etc..

the 951 “/6” is mostly in reference to its turbine/hot side..
The /6 has a weird oddball turbine, almost as if it has a k24 turbine or something strange..
Almost ALL other “k26” turbos have the same turbine as the 951/8 turbo, as do all 931 turbos..
/6 has a weird small turbine as
compared to basically every other k26 from Audi to soda, Lancia, Ferrari, Volvo, diesels, etc..
the /6 is an oddball..
Normal k26 “2667” compressor though..

have you heard of the venerable k27 7200 compressor?
Yeah, it’s a 3072.. Quite big inducer for lots of flow, but as a % of total wheel height, not great for a big pressure ratio (high boost #s)..

Kinda simple if you think about it like..
Inducer-how much flow/power?
Exducer-at what pressure?

you need an inducer big enough to flow your power goal, and an exducer big enough to make the pressure you need to force that flow in there..

Dave W.

Thanks Fast Eddie! That's great info. I never knew that about the KKK numbering system.

333pg333

Right. So just bolt it on and cram as much boost through it and see what happens. Sounds like a plan.

fasteddie313

Its not quite that simple..
First I have to build these hybrid turbochargers myself.. I had to come up with a way to install a serious intercooler and all the plumbing.. I had to figure out how to build this custom (only one in the world) fuel system including a lot of fabrication of one off parts, and then I have to tune the whole thing myself, and retune whenever I change anything, which takes a lot of time.. It’s basically standalone engine management, kinda..

Tuning is key, but the engine itself is a tank..
Its a closed deck iron block with a diesel bottom end (huge bearings and rods).. I’m pretty convinced that it will take massive torque/cylinder pressures, as it was designed to..
These don’t have cylinder walk problems or rod bearing problems like the 2.5..

So yeah, cram a bunch of boost in there, on a good tune..

I try to run low 11 AFRs, but with the too small turbo running out of efficiency, it’s been hard to keep the AFRs up as the VE of the engine falls off a cliff..
So install a turbo that is more efficient in that high pressure range and retune..

Makes sense to me..
Its all just experimental, but it works..

Engine work is very expensive and produces small gains compared to just boosting the crap out of it..
Why not?

333pg333

No, I definitely like it. Looking at a lot of smaller i4 motors, they run big turbos and cram a ton of boost in there. But they're also twin cam 16v motors that are built to spin up to pretty high rpms. I like your concept and hey, what's the worst that can happen.