Ultimate Motorwerks New K24/26 Turbocharger
06-11-2008, 02:43 AM
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Ultimate Motorwerks New K24/26 Turbocharger
Yes, I have mentioned the new compressor housings and other turbocharger widgets that have been in the works. However, after many trips back to the drawing board and machining and again doing a full redesign. My larger compressor housing is ready for prime time.
The pictures following pictures show Ultimate Motorwerks new Stage 2 "C" and Stage 3 turbochargers. I'll explain the subtle changes under each picture. This particular set includes a full Zero Clearance package with Billet Backplates, and my new K24 HyFlow turbine wheel.
This new turbocharger can be called a true K24/26 turbocharger, while many tuners will machine a K26 compressor wheel into a stock K16 or K24 compressor housing (including myself), the new compressor housing is sized closer to a K26 and has a similar A/R volume.
This housing will and can be used on Standard Stage 2 turbochargers, or Stage 2 "A" and "B" packages which house the new 997GT2 compressor wheel. This turbochargers sports the larger "bigger brother" compressor wheel of the 997GT2.
The heart of Ultimate Motorwerks turbochargers are my CNC'd billet backplates. Think of it as the spine or backbone of a turbocharger. These CNC'd backplates reduce the chasis flex, and allow me to hold precise tolerances within the internal thrust components. A key component for my zero clearance process.
Here is a picture showing my new K24 HyFlow turbine wheel, it is designed to outspool the "factory stock K24" turbine wheel. I have changed the blade design. The goal is to rid 300 to 400 RPM's of spool up vs a standard K24 turbocharger. I now have 4 K24 turbine wheels in my line up. Direct replacement wheels, two HyFlow wheels (one larger in diameter) and lastly my Stage 4 wheel. The K24 HyFlow turbine wheel (shown is a bit larger than the factory wheel diameter. While I have introduced the new 997GT2 compressor wheel into my new Tuning kits, this compressor wheel is alot larger and shares the same "new technology" advances that are we have seen in the new GT2 wheel. I am going to take this turbocharger head to head against the K24/18G K24/20G and Garrett turbochargers.
I have placed a K24 X50/GT2 compressor wheel on the compressor housing inlet, infact I can almost drop the K24 wheel down thru the housing. This gives you a idea as to how large this compressor wheel and housing is. The compressor wheel inducer is 51mm.. Another nice feature about this new compressor housing is the large inlet at 2.75" It cures two major problems, functionally it reduces the intake/inlet static pressure. This allows less drag on the compressor wheel/rotating assy. Which by the way, all the 18G's and Garrett hybrids that have been machined into stock turbochargers suffer from this pressure increase. And while I'm on that subject, if you look hard at most of the converted hybrids, the turbocharger machinist does not taper the compressor inlet to the compressor wheel. It's a straight restrictive bore. Lastly, due to the size of the larger compressor wheels, installing them in the factory housing has become near impossible without breaking thru shallow or thin metal casting. And worse, when you mount the compressor housing on the turbocharger cartridge you get casting shift and the compressor wheel now binds in the warped housing.
I have placed the new turbocharger against a factory 996TT K16. Please realize that the K16 turbocharger shares the exact same compressor housing as a K24 X50 or GT2 turbocharger. One can really see how much I have increased/stretched the housing out. It is closer to a K26 frame size compressor housing. One of the nice benifits that I added with the new housing was the larger discharge connection with a integrated hose barb to reduce hose "pop offs"
This picture shows my new designed K24 turbine housing against the factory Porsche X50 GT2 K24 housing. It is almost finished, this is the 2nd pre-production RAW casting. It is done in cheaper high temp steel vs the higher grade nickel which will be incorporated in my new K24 turbine housing.
Once this finished I will be able to negate the need of K24 cores!!! There is also another version of this casting for my fellow 997TT customers (with a few twists)..
The pictures following pictures show Ultimate Motorwerks new Stage 2 "C" and Stage 3 turbochargers. I'll explain the subtle changes under each picture. This particular set includes a full Zero Clearance package with Billet Backplates, and my new K24 HyFlow turbine wheel.
This new turbocharger can be called a true K24/26 turbocharger, while many tuners will machine a K26 compressor wheel into a stock K16 or K24 compressor housing (including myself), the new compressor housing is sized closer to a K26 and has a similar A/R volume.
This housing will and can be used on Standard Stage 2 turbochargers, or Stage 2 "A" and "B" packages which house the new 997GT2 compressor wheel. This turbochargers sports the larger "bigger brother" compressor wheel of the 997GT2.
The heart of Ultimate Motorwerks turbochargers are my CNC'd billet backplates. Think of it as the spine or backbone of a turbocharger. These CNC'd backplates reduce the chasis flex, and allow me to hold precise tolerances within the internal thrust components. A key component for my zero clearance process.
Here is a picture showing my new K24 HyFlow turbine wheel, it is designed to outspool the "factory stock K24" turbine wheel. I have changed the blade design. The goal is to rid 300 to 400 RPM's of spool up vs a standard K24 turbocharger. I now have 4 K24 turbine wheels in my line up. Direct replacement wheels, two HyFlow wheels (one larger in diameter) and lastly my Stage 4 wheel. The K24 HyFlow turbine wheel (shown is a bit larger than the factory wheel diameter. While I have introduced the new 997GT2 compressor wheel into my new Tuning kits, this compressor wheel is alot larger and shares the same "new technology" advances that are we have seen in the new GT2 wheel. I am going to take this turbocharger head to head against the K24/18G K24/20G and Garrett turbochargers.
I have placed a K24 X50/GT2 compressor wheel on the compressor housing inlet, infact I can almost drop the K24 wheel down thru the housing. This gives you a idea as to how large this compressor wheel and housing is. The compressor wheel inducer is 51mm.. Another nice feature about this new compressor housing is the large inlet at 2.75" It cures two major problems, functionally it reduces the intake/inlet static pressure. This allows less drag on the compressor wheel/rotating assy. Which by the way, all the 18G's and Garrett hybrids that have been machined into stock turbochargers suffer from this pressure increase. And while I'm on that subject, if you look hard at most of the converted hybrids, the turbocharger machinist does not taper the compressor inlet to the compressor wheel. It's a straight restrictive bore. Lastly, due to the size of the larger compressor wheels, installing them in the factory housing has become near impossible without breaking thru shallow or thin metal casting. And worse, when you mount the compressor housing on the turbocharger cartridge you get casting shift and the compressor wheel now binds in the warped housing.
I have placed the new turbocharger against a factory 996TT K16. Please realize that the K16 turbocharger shares the exact same compressor housing as a K24 X50 or GT2 turbocharger. One can really see how much I have increased/stretched the housing out. It is closer to a K26 frame size compressor housing. One of the nice benifits that I added with the new housing was the larger discharge connection with a integrated hose barb to reduce hose "pop offs"
This picture shows my new designed K24 turbine housing against the factory Porsche X50 GT2 K24 housing. It is almost finished, this is the 2nd pre-production RAW casting. It is done in cheaper high temp steel vs the higher grade nickel which will be incorporated in my new K24 turbine housing.
Once this finished I will be able to negate the need of K24 cores!!! There is also another version of this casting for my fellow 997TT customers (with a few twists)..
Last edited by Kevin; 06-11-2008 at 03:00 AM.
06-11-2008, 08:56 AM
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As always, fantastic work 
I look forward to your posts and learn something with each reading. I have had my eye on a certain 996TT w/X50 package. I may have to pull the trigger now that I have seen your latest creation!
I look forward to your posts and learn something with each reading. I have had my eye on a certain 996TT w/X50 package. I may have to pull the trigger now that I have seen your latest creation!
Last edited by mkozink; 06-12-2008 at 09:21 AM.
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06-12-2008, 04:15 PM
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Very nice Kevin!
Out of curiousity, since I already have another brand K24/26, will the performance be any better with your new turbos than what I currently have? Thanks
Out of curiousity, since I already have another brand K24/26, will the performance be any better with your new turbos than what I currently have? Thanks
06-12-2008, 07:34 PM
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Bradford, the compressor wheel that you have is similar to many used by many tuners. Most grab the 944 or Audi K26 unit. The new designed compressor wheels that are out today leave the K26 wheel that was designed in the '80's for dead. You are generating less heat per pounds of boost per minute. Which translates to less thermal load on your IC. You also have K26 compressor wheels machined in K24/16 compressor housings. This new design is actually a K26 compressor housing configured as a K24 housing.
Your K24's also don't have my new K24 HyFlow turbine wheel which will cut the lag down compared to standard K24's. To sum it up, if you can generate boost sooner you will have more torque generated, and with a efficient compressor wheel you will have your ECU keep more timing vs pulling it. The units pictured are considerably larger in frame size and for comparison the compressor machined in the housings is larger than some of the industrial K27 compressor wheel.
Your K24's also don't have my new K24 HyFlow turbine wheel which will cut the lag down compared to standard K24's. To sum it up, if you can generate boost sooner you will have more torque generated, and with a efficient compressor wheel you will have your ECU keep more timing vs pulling it. The units pictured are considerably larger in frame size and for comparison the compressor machined in the housings is larger than some of the industrial K27 compressor wheel.
06-12-2008, 11:24 PM
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Oak, these units will be fitted on my Stage 2"C" and larger kits. It will include injectors, new MAF, and larger headers. I strongly suggest a 70mm exhaust system. The kit can be upgraded to the larger Stage 3 package.
