K24madness

Isn't that dyno you posted from the hybrids?

OldGuy

I have driven a stock Viper and it just doesnt have the grunt of my TT so I doubt the viper would be ahead of any modified TT. this was the GTS too.

Geoffrey

Yes, Kevin's k16 stage 2 Hybrids, no cats, no mufflers, larger fuel injectors, stock fuel pressure, MoTeC ECU, and completely stock everything else including intercooler. The car was running .7bar of boost. 550fwhp.

Kevin

Goose--The stock K16 runs out of steam at around 5200 RPM.. That is not the case for any of the hybrids..

Bill--The Stage 2's of Prams will flow much more air and alot more quickly due to the Z/C... The metal removal in that area, isn't that critical, please look at the area of the exhaust inlet on Prams.. That's the critical area.

There will be post shortly on the 996TT side, showing and install.. and experience.. Geoffrey's dyno sheet is just barely showing what this unit can do. Crank it up to sustained 1.3- 1.4 bars and this little turbo will be requiring you folks to crack you engine and install Carrillo's or ARP/Raceware rod bolts...

With that said, Stage 2 isn't the only unit available. It is the one of the most recommended unit for a street driven car that see the track on the weekend. I going to start another post to show some satire... (all in fun)

adsc4s

Pramm, sent you a PM.

Addison

adsc4s

I think the reason for an upgrade to Kevin's hybrid is that it allows quicker spooling of the K16 without running out a steam like a K16 on a high HP car. I'll let you know in a couple of months!

I hope to see first hand this weekend with CJ's car.

Bill S.

Kevin,

Both Ruf and Porsche 450 HP kit enlarge the exhaust inlet. See the photo below. The extra cut-out inside the exhaust housing is apparently required to flow the additional air. Since both Porsche and Ruf do this, I suspect it makes a noticeable difference. Does yours have this extra cut-out?

Kevin

Bill you are correct, I spend many hours milling out tons of metal in this area.. This is where we play with the flow, and velocity....

gooseNSJ4

Kevin,

Thanks, for the correction.

KRA993tt

Kevin,

What type of engine management are you using at those boost levels? Are these Motec controlled or modified ECU's?

vrus

Kevin,

What would the cost be for one set of your K16 hybrids done out to the max?? I might be interested in purchasing a set to do some comparisons.

I found a 97 993 Turbo that I am trying to close a deal on. It has 1 bad turbo on it, so this may be a good opportunity to test these out for me.

Let me know what you can do.

Kevin

Keith, the 1.3 - 1.35 bar on the Stage 2 was on the 996TT... That engine can take alot of boost and alot of timing! When I first installed Sharksters Stage 4 Z/C I hit 28 PSI out of the hole, more was available.. I quickly adjusted it back... I should have cranked it up for the 1/4 mile run, we would have done a 10 sec run! I'll be posting some pics of the turbo's that I'm making for my shootout car...

Vrus, PMme or email me...

TB993tt

Geoffrey
Thanks for posting the dyno sheet. Regardless of whether you have 450 or 550fwhp at 0.7bar, the power curve occurs just after peak torque and drops off after 5300rpm contrary to Kevin´s assertions that the K16 hybrids will hold the power to the red line, this curve looks like a typical K16 curve to me, apart from the rather high claimed fwhp numbers

Geoffrey

Kevin's claim is that the K16 Hybrid will continue to maintain EFFICIENT flow to redline NOT that the engine will continue to make x amount of power straight to redline. The torque is a function of many things and the turbos are only 1 aspect. The engine's cams, exhaust, intake, cam timing, ignition timing, fuel injector timing, compression, intake air temp & others are all components that determine Volumetric Efficiency which represents torque. Additionally, HP = torque * RPM / 5250 so it will natrually fall off at some point after peak torque. These engines all will acheive peak HP before redline.

The curve will look similar to a stock engine because it IS a stock engine. Furthermore, where a stock turbo peaks boost early at near .9bar @ roughly 4000rpm and decreases, then increases, this car was programmed to maintain a CONSTANT .7bar of boost throughout the rpm range. All the 993tt curves look like this until you start changing cams, porting heads, etc. which will move the torque curve around. You will not see a broad 996tt looking torque curve with a 993 engine.

I don't work for Kevin, or even live close to Kevin. I can purchase ANY turbo I want, whether KKK, Garrett, FVD, RUF, etc. and I wouldn't use something that doesn't work. I can tell you from experience that his turbos are my turbos of choice and I use them in racing applications as well as street. You all have been asking for "proof" and I feel I've given some real world examples and facts supported by a dyno sheet. Believe it or don't, it doesn't matter to me.

Geoffrey

TB, What does your dyno sheet look like from RS Tuning?