fasteddie313

check this out, I think schwitzer is closely related to kkk... if you could contact this seller and get the part number (s) off of the turbo and cross refrance that to what turbine is in this and then fin out if there are any kkk turbines that would fit this turbine housing or this think might have kkk internals anyway.. maybe even have this housing bored out for whatever kkk turbine you want so you can use your bearing housing... or if the size is right rebuild it ad run it the way it is with some custom oil lines or whatever it takes..

http://www.ebay.com/itm/USED-CORE-TU...item233139fa9b

fasteddie313

and the turbo I bought just fell through....

I really need a k26/8 or a very cheap k26/6...

or really just the turbine wheel and bearing housing from a k26/8.. I don't really need any compressor or turbine housing...

I cant use any 951 turbine housing so I don't care about those, just extra shipping weight as far as im concerned..

I would like to have one of the 951 bearing housings, I don't care witch...

I would like to have one of the 951 compressor sides, includes backplate, compressor wheel, and compressor housing... I don't care from witch witch... somewhat preferably the k26/8

I could really do without either of those but, I NEED a k26/8 TURBINE in order for me to be able to put together a working turbocharger.. just that

what would be a realistic price for a k26/8 turbo in decent working condition?
without the turbine housing would be just fine with me

ehall

Define "a cheap 26/6". I have one. Oh yeah, and DIFINITIVE comes from the word DEFINITE. There is no "A".

fasteddie313

Definition: "a cheap 26/6"

A lowly OEM early 951 turbocharger that no 951 guys want because they are too small but could prove quite useful to a 931 guy running 500 less CCs. It would preferably be in need of a rebuild to further solidify its "cheap"ness as long as its bearing housing and compressor are in salvageable condition. The bearing housing and compressor would be used with a 931 turbine shaft/wheel and turbine housing to upgrade said 931 to a water cooled turbo and a bigger compressor on a budget.

Sorry for the spelling error.

I built an Audi turbo hybrid that allowed me to index the compressor housing for a much more simplified FMIC setup, I built the FMIC setup then blew the Audi turbo because I didn't loctite its shaft nut. Now I'm on the hunt for another turbo again, lol. This one will go to a shop for proper balancing and assembly.

Check her out

















I've been working hard and now..







Huge setback..

ehall

No problem. I have my stock k26/6. It needs a rebuild. I don't know if you can buy the parts and DIY or if you would need to send it to Evergreen for a pro rebuild. I don't know what the cost of a pro rebuild might be, but because it does, I was thinking, say 100 bucks plus shipping? PM me and we can talk about it.

ehall

It was on the car and running, but it clearly has a lot of shaft play, that was evident after it's removal.

fasteddie313

pm sent

Raceboy

HEre's a KKK T3 divided turbine housing for sale i ebay: http://www.ebay.com/itm/KKK-OEM-TURB...e5c1cc&vxp=mtr

fasteddie313

I've been doing some thinking..

Threads here say the k26/6 is good to about 15psi on your 2.5l motors, easy 250 wrhp to 300 max.

The last turbo I was running was pretty much just one compressor size step down from the /6 compressor, but with the /8 turbine.. It was holding 13-14psi to redline just fine before its nut came loose.. My intake stayed cold, no detonation, low water temps, all was well..
The way I am going to run the /6 compressor is with a /8 turbine so that eliminates the backpressure issues of the /6.
I also read that your 951 stock wastegate configurations cause a lot of problems, I will not have those problems either because I am running a 930 WG, equal to a tial F46 46mm WG, plenty big..
I am also running a dual port MBC setup plumbing pressure to the top of the WG to help the spring hold boost, the way I have it plumbed is with a check valve and a venting regulator so I still have positive top port pressure of my choosing while idling after the last boost run because it stays there, top port pressure before boost even comes on.

It is said that my OEM injection is good to 250 hp at the crank, well I think I can tweak that a bit but don't think I'll get 300 crank hp worth of fuel.
Therefore I don't expect to need more than 20psi boost max to reach the limit of my injection, and I'm thinking a /6 compressor on a /8 turbine may get me there..

It's not like I'm going to start there, I'll start back at 10-14psi with a wideband and keep pushing up boost and tuning my fuel until I just can't stay rich enough to be safe anymore, I think that goal should be plenty for me and be plenty fast, I only need enough turbo to get me there..

So a k26/6 compressor on a k26/8 turbine + a massive WG on a 2.0 engine, goal is 290 crank hp at 20 psi max, maybe, really just guessing on the goal numbers..

Do you guys think this turbocharger setup will get me there? Still be decently efficient? If not, how close?

Voith

http://www.ebay.com/itm/171864773327?_trksid=p2060353.m1438.l2649&ssPageName=STRK%3AMEBIDX%3AIT
Someone buy this.

fasteddie313

I'm a member now so you guys can have them all..

fasteddie313

There ya go

Actually the attachments I was able to attach before have proven quite popular having 67 and 102 downloads, I hope you guys can make use of these, I sure have..