bad brand new Bosch Plug...put a continuity tester across tip and electrode...nobody home...installed new plug, problem solved.

and now i have a nice new TPS, DME Relay, plug wire set and handmade MAF harness as spares in case i ever need them.


The car now hauls ***, as you would expect a 2.8 with a K-29 to do.

me=HAPPY

 

I knew it all along, I was just testin' ya.

 

Very resourceful of you. Please tell me more about this K29 turbo, and what made you think it was a good idea to install it on a 944 Turbo.

Thanks,
Pat Kennedy

 

[quote]Originally posted by Patrick Kennedy:
<strong>Very resourceful of you. Please tell me more about this K29 turbo, and what made you think it was a good idea to install it on a 944 Turbo.

Thanks,
Pat Kennedy</strong><hr></blockquote>


more luck than resourcefullness, but thanks. The k-29/8 is ginormous...about the size of a pie plate on the compressor side, and so large that i had to shim the intake manifold up .125 and mill off bits of the compressor housing and the underside of the throttle body.

the motor is a 2.8 with 8.5-1 compression. The header is coated, and the cylinder head has been extensively reworked. Lag is not horrible, but the turbo does spool a bit lazily. I have no wheel spin issues at all with a 10 inch slick on the car.

To more directly answer your question, the turbo choice was not my idea, but the brainchild of one David Chen, master farmer/fabricator/mad scientist of Graham Ghillies car...and to be frank, im not a big fan. I have no doubt that the wheel can move plenty of air, but its so freaking big, that i know a more efficient compressor could move similar air with less inertia.

The k-29 as far as i can tell is a unit designed for use on offshore boat engines, and heavy commercial engines...the kind of stuff that operates at a constant RPM and moves tons of air at relatively lower boost levels. It makes better top end than the Garret Stage II Huntley turbo that it replaced (because it died)

I would not recommend the thing on a 2.5. danno has some dyno sheets for bigger motors.

 

Good catch, glad your back running.

 

mumzer,
Are you going to dyno tune that beast? I'd love to see the results.

 

id like to know how yours compares to mine? my kkk29 #8 came from powerhaus, they used a k27 compressor housing and machined it inside to accept a new design shaft and k29 wheel, its opening is 2.75 inches, same as a k27, its kinda got lag down low but a ton of power from 12 psi till 6000 rpm, david raines sold it to me, i did hear he was making 2 types of k29 turbos, maybe you got a real 29, housing and wheel, im glad i went the smaller way, i didnt have to shim or cut anything to get it in

 

[quote]Originally posted by tecart:
<strong>id like to know how yours compares to mine? </strong><hr></blockquote>

Mine is BIGGER. That's all i have to say...

 

[quote]Originally posted by mumzer:
<strong>

Mine is BIGGER. That's all i have to say...</strong><hr></blockquote>

hahahah i crack myself up.

Seriously mine is a full size k-29 built on a k-29 cold housing. I didnt have all the information i should have had when i made the purchase, or i would not have done it this way. I am familiar with the chips he sells...they are way too rich in the mid and top ends...if you are still running them, get rid of em. I went from David's set up to a lindsey MAF and have much better drivability.

Thanks to all for their help.

 

yes the k29 chip are the richest things in porsche world, ask me how i know, but at full boost my turbo was able to utilize them, thats how i know i got more than 700 cfm, i sent them back after 3 days of testing for k27 chips and that fixed it, but as far as timing, my stock chip had more getup and go when i tried it with my k29, more testing soon to come

 

Tell me what you guys think of this: I agreed to be a Guinea Pig for the local turbocharger rebuilder guy in Milwaukee (who also does the rebuilding for Windward). I sent him my K27/6 for a freshening, and he asked if I'd like a K29 turbine added to the mix. I'm slightly baffled at this because (A) I'm no turbo expert and (B) I thought K29's were WAY larger. Well, sure enough, he enlarges the inner housing of my K27 and manages to get a K29 turbine in there. It's finished, I just have to pick it up. I'm also waiting on a full brace of SFR exhaust, as well as a GURU stage 2 MAP kit w/65lb. injectors. Got an AVC-R ready to go too. My car is a 2.8L 88 951S.

So tell me: Is all this stuff going to work? <img src="graemlins/jumper.gif" border="0" alt="[jumper]" />

 

[quote] Well, sure enough, he enlarges the inner housing of my K27 and manages to get a K29 turbine in there. <hr></blockquote>
Did he enlarge the compressor housing and install a K29 compressor wheel leaving the turbine side alone? That's what it sounds like.
I don't know that much about matching turbines with compressors, but I tend to think that if he left the turbine side alone ( didn't enlarge the housing or turbine wheel in any way that the turbo will have a hard time flowing enough exhaust to make good use of that K29 compressor side. Maybe someone with direct KKK matching experience will chime in.

 

yes i hope you went to a larger hot side, the #6 would not be good for the airflow of the k29, the turbo should be changed to a #8 hot side at the same time, call powerhaus they are doing that now and know about all the problems from testing with a smaller hot side, let us know what they did and what they said on the phone

 

[quote]Originally posted by Patrick Kennedy:
<strong>Tell me what you guys think of this:
So tell me: Is all this stuff going to work? <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> </strong><hr></blockquote>

the 6 hot housing is hopelessly small. on a 2.8 you will be running more exhaust pressure than manifold pressure by 5000 rpm. its very hard on exhaust valves and turbine wheels. It aint great for power either.

if he is using a k-29 cold side and a #8 hot housing and wheel, you will wind up with what i have...a huge turbo that spools a bit lazily at lower rpms, but has lots of top end. Be aware that packaging the real k-29 cold side is a significant issue and will require reworking your coolant hard lines and raising the manifold.

if he is sticking the k-29 wheel into a k-27 cold housing, the packaging should be fine, and the performance you's expect would be as above.

my basic gripe with the k-29 cold side is simply its mass...our cars have a retarded exhaust design, and lose a good 300 degrees of exhaust temp between the exhaust port and the hot side of the turbo...all that energy lost has a major impact on the rate of spooling. The hot sides that everyone seems to regard as big for our cars...various garrets and #8s, are in the realm of where you would start on a full boat Ford 2300 4cylinder for instance which has the turbine wheel within 12-14 inches of the exhaust port.

The 4 cylinder for d trans am car that i was involved with (merkur based stuff) made 600 hp at 25 psi/8500 rpm. it would make full 20psi at 3500 rpm and would hold it to redline using a .83 ar hot side. A significant component of its rate of spooling was the proximity of the port to the turbine, and the efficient utilization of waste heat for manufacturing boost...this allowed us to run T4 coldsides of 60 trim and Turbonetics HIFI family without suffering the lag issues that seem to plague the 951s.

at any rate...id make sure to get an #8 hot side...and id go with the machined k-27 cold side for fitment reasons. im still not convinced that the k-29 wheel is the way to go, but it is surely worth an experiment...im reasonably happy wiht mine.

 

Patrick, if you're having them do all that custom work, might as well have them bore out the turbine housing to 58mm like the #8. Then install a larger lightweight wheel.