This is for a custom application using the 993TT HE's. How much difference between the k16's used on the 993's and the 996's? There seems to be a fairly large price diffence between them in favor of the 996 turbos. Do we know why or is it just a demand issue in todays market. I'm seeing about $1000 diffenence in a pair.

For a custom application, is there really a significant difference? My logic is: doesn't Porsche usually improve parts over time, so why not save money and buy later parts. The k24 upgrades (which are too big for app.) show same price difference from vendors.

 

they are not interchangable if that is your question, not the same.

Mk

 

Well, I kind of figured they weren't interchangable in the sort of bolt on and forget. They have different part numbers and are for different applications so assumed the above. This is a custom application with custom tubing. What are the differences? Is there large difference in A/R's, turbines, flanges? Would there be a significant change in useable rpm or boost threshold?

I'm posting it here, since the aircooled camp seems to be more hands on then the "newer" cars.

IF BUILDING a custom application in an aircooled 911, is there a SIGNIFICANT reason to steer away from the 996TT k16? I'm not convinced that the 993TT is the perfect application to my setup, so why not chance this over that kind of issue. Slightly like why degree a cam in to a custom timing if you don't have a dyno to prove that IS the timing you really want in the first place!

 

I do not know the answer to your question but why use stock K16s when you use custom tubing?
There are for sure better turbos out there today.

 

Good question,
need Kevin to chip in about lbs of flow of 993TT k-16 vs 996TT k-16 (the turbos not the cars)
Kevin,

Please chip in???

 

The 993TT and 996TT share the same rotating assy design. The 996TT has a updated turbien wheel and bearing housing. But if you were to order new 993TT turbochargers you would get the latest 996TT cartridge. The compressor housing also would come as a 996TT issue with the ID tag located on the compressor housing.

The actuators and turbine housings are not interchangable.

 

Thanks Kevin.

Reason for thoughts on K16: durability, I have 993TT HE's and IC's so ease of mounting, not for killer power but bang for the buck. I have been around this a few times and have some GT20's in the garage too. Not sure of which way I will eventually go: "proven" vs "new". Just wanted to make sure there was NO reason not to use the 996TT in an air cooled application. If I outgrow the K16's, I would also have some guys that go by Kevin or Steven that could upgrade them as needed. In this application, that is questionable to happen.

I realize that many may not agree with my logic, but I still THANK YOU for your input and answers

 

Luke, you haven't mentioned what is your engine configuration? GT20's are to small. What HP level are you looking for..

Using the 993TT heat exchanger and IC will help your build.

 

3.0 (SC based), EVO II cams, EFI (Carrera intake and ITB's on floor...also in debate), 3.2 heads still stock. Just an assortment of parts assembled over sometime that I'm trying to make sense of and use within a 2 car build up. Not locked in on the IC's I have..they're stock and might yield resale for aftermarket IC.

GT20's would give me good response and probably 400+hp, though higher temps and backpressure with the small exhaust side???

KKK16's could push more hp but have a much higher threshold of boost on a 3.0 even with increased compression of 8.0:1

I was initially contemplating a low boost ITB setup for great tractability with 8.0:1 compression with small IC's under the ducktail. This would have made the GT20's seem applicable. Now leaning toward using the Jenveys on a NA engine in the 72' and building something for another tub using the turbo and 3.2 parts I have accumulated.

 

The flanges are not the same between the 996 and 993 kkk16's