Porsche Enthusiasts Club Forum

Picked up the Piper cam and vernier tonight. It's seen limited miles over a course of a year in another turbo and was aledged to have been dyno'd before and after fitting and did give an extra 8bhp advertised. It was also mentioned it did run a little lumpy at idle and low revs but comes alive around 3000 or so just after the turbo is fully on boost.

One part of me is thinking of running in the new engine on the S1 intake, no FMIC and no Piper cam. Once run in then dyno the engine in stock form and then add each new part, tune and dyno the results.

But another part says be done with it, throw all the goodies into the melting pot and enjoy!!

I know I should do the former and document the incremental results but sometimes I am an impatient man. Especially as I have done sub 100 miles in this car since it was MOT'd almost a year ago.

Ceramic coated S2 manifold in metallic black by Zircotec. Should offer reduced temperatures by up to 30% which will be welcome within a turbo engine bay. Should improve gas flow by keeping the heat within the manifold. Shame it will in the most part be hidden away under a canted engine

Still looks nice though and now as 'good as new'!

Have they coated that manifold on the inside and the outside?

Bet you got a good deal on that cam, damn you!!

Its just coated on the outside Jon. I am aware of some processes that do both inner and outer but the Zircotec coating came recommended. Going to get the J pipe and front half of the exhaust done as well in their flat black standard coating

The only thing on the hot side not coated will be the turbo!! If I'm not going to modify it before fitting it doesn't make sense to refurb now. Or I refurb the turbo now and we modify the compressor housing only at a later date for the 944 250 compressor wheel. Thoughts?

And yes, I bought a vernier pulley and got a cam free!! well I needed some good luck in this project for once

Maybe I worry too much but I don't think I could bring myself to trust an aftermarket coating on the inside of my exhaust manifold. I understand the benefits but dread to think what could happen if it flaked then went through the turbine

You can get your #6 hotside coated now Steve regardless of which KKK core/compressor you use initially. You'll be using the same hotside on all of them so just swap it over when you change turbo spec. It will be the hottest part too...

And we now go full circle of a previous turbo discussion.

I would prefer to fit my turbo back on the engine whilst its out of the car and on the bench and be 100% certain all nuts, studs and gaskets are 100% seated well. Something which is much harder to do with the engine insitu. We discussed modifying my S1 turbo with the S2 compressor previously as well as the 944 250 compressor. Jon's view rightly so was not to change too much too soon to avoid tuning/running issues with the other changes I am making. With this in mind I hadn't planned on doing any turbo rebuild or refurbing and just bolt on what I have. However I would be happier in some ways to refurb the turbo now, know its 100% reliable for the time being so my wallet can recover and before modding more later down the line.

So would in the short term refubing + coating the S1 turbo make sense or use the S2 compressor I already have on the shelf and bolt the two together during the rebuild? Would this be a valid compromise and leave the 944 250 compressor for a later date.

I agree with Jon and don't change too much but whilst everything is off the car I may as well get it done 'while I'm in there' when and where feasible.

I notice Turbo Dynamics are a Zircotec Distributor and could do all the work in one visit. Any experience Jon as they are on your doorstep?

Turbo Dynamics are very good but not very cheap. They are one of the companies I would deal with for repairs and rebuilds for turbos.

I would say either fit the standard turbo and feel free to drive it right away, or fit a hybrid turbo and do not drive it until it is fully loaded with datalogging equipment to monitor how it is running and make adjustments beyond the scope of standard tuning.

My reasoning is, even with the rest of your bits, the standard turbo will be 100% safe, but the hybrid could take you off the safe track and into the danger zone of the standard ignition and fueling curves, resulting in your engine exploding in short order.

Two turbos off to Turbo Dynamics on Monday. Hopefully not needing parts just rebuilds. Hope to get one back with S2 coldside and S1 hotside plus metallic black ceramic coating. The other may well be the remaining in parts for the shelf.

Interesting find today. The series 2 spares car actually has S1 pistons. Wonder what the actual CR was as with the FMIC it produced up to 198bhp. My guess is that it probably had a skimmed head so higher than the stock 7.5:1 but certainly not as high as 8.5:1 with those pistons. I wonder if the turbo that came off it is S2 or S1?

Wes, any differences on the outside between these turbos? It doesn't have a KKK blue ID plate. The compressor housing has the same part number on both.

I've never owned an S2 turbo but on the S1 there's a number 6 cast into the hotside. The S2 turbo should have a number 4 there instead.
I don't think the coldsides look different from the outside.

That's good news regarding the S1 pistons. S2 pistons would have given a bit more with higher CR.
I still think I can hit 230HP with 0.7bar.

I've never owned an S2 turbo but on the S1 there's a number 6 cast into the hotside. The S2 turbo should have a number 4 there instead.
I don't think the coldsides look different from the outside.

That's good news regarding the S1 pistons. S2 pistons would have given a bit more with higher CR.
I still think I can hit 230HP with 0.7bar.

Just found the specs of these turbos on another thread you posted Wes. Didn't correspond to any of the castings and both turbos don't have the original data tags. I did find a 4 quite easily on the S2 turbo, there was nothing cast into the S1 in the same place as the S2, there was a 6 under all the casting numbers. Could be what I was looking for, could be coincidence

* S1 turbo should be K26 2470R 6.10
* S2 turbo should be K26 2664G 4.10

So ideally my hybrid of the two will be K26 2664G 6.10

Should get some feedback from TD on Tuesday/Wednesday. As long as theres no bad news or extortionate quotes I should have it back in 10-14 days hopefully looking fresh as a daisy with metallic black Zircotec ceramic coating to match the manifold (I know, overkill again!!)

I'm then going to get the J pipe and exhaust from turbo to just past the wastegate (after the wastegate its all stainless steel) ceramic coated in Zircotec's primary matt black. That all should help with some thermal management in the engine bay!!

Yes, if you have the parts to build a K26 2664G 6.10 then that's the best combo out of the stock '24 Turbos.
Just for reference the earlier 220hp 944 Turbo runs a K26 2667GGA 6.92 which is very similar to the above combo. It will give you a bit more headroom for boost whilst staying efficient.

I dug my notes out and the compressor housing on the S1 Turbo should have the part number 5326 101 5102 or 5326 100 5102.
S1 compressor wheel part number should be 5326 123 2030 or 5326 123 2001.
S1 6.10 turbine housing part number is 5326 100 6328.
S1 compressor backplate part number is 5326 151 5703.

S2 compressor housing 5326 101 5103 or 5326 100 5103.
S2 compressor wheel has 3 different numbers/revisions... K26-2664GA is 5326 123 2035. K26-2664G is 5326 123 2006 or 5326 123 2016.
S2 turbine housing is 5326 100 6329.
S2 compressor backplate is 5326 151 5701.

Hopefully these will confirm what you have. I can understand why people get these turbos mixed up lol!

I don't think it's overkill, especially if you're sticking with the stock exhaust manifold. Doing the manifold and turbine housing should theoretically improve spool-up slightly as well as reducing temps.
I did have a look at Zircotec when they were at the Silverstone classic. If their claims are true it should be worthwhile.

IIRC Turbo Dynamics built Steve Bassington's first KKK/Garrett hybrid and it's probably where I'll buy the Tial wastegate from. I don't trust many places - there are too many chinese fakes around.

I'd like to know how much his tubular exhaust manifold cost him - that thing was a work of art. Can't remember who made it for him, maybe Hayward and Scott?