Carpokes Porsche Forum

Euro 98, which would be the same as US 93 I believe. Lots of folks running these GTX turbos with 30psi of boost on pump fuel and higher compression Japanese 2L engines...

Thom, does the G series bolt in the same as the GT Series?

nick_968 wrote: Tue Jul 15, 2025 11:13 am Thom, does the G series bolt in the same as the GT Series?

I think so. Both CHRA designs have the same bolt offset on the side of the oil outlet. Turbine housings however are different, at least the ones I gave a look at.

Been in contact with KEP and Southbend and will take a decision soon. I can't decide if I should replace my used KEP Stage 2 which KEP say is the equivalent of their now top of the range Stage 4. The pedal is still stiff though not quite as stiff as when the PP was new. In fact I can't remember if I just got used to it or if it has really softened over a 16 year period... Opinions?

I also have a German made 340lph@5bar drop-in fuel pump on order to replace the 044. That's 32% more flow. Before fitting it though it seems I should build a pump harness like @Tom did as I really don't think either the 1200cc injectors or 044 pump are really maxed out yet. Thanks to @Bergerac and @TC72 for highlighting what is only just beginning to look obvious to me.

Do you know how many amps the new pump draws? The 044 is already pushing the factory wires, so if this one draws even more, I would use bigger wires for sure. I assume you saw this, but in case helpful...

viewtopic.php?t=2984#p33001

Out of curiosity Thom, is this the intercooler you've based yours off?

@Tom, yes thanks, I have been on this now. I already have some 10ga wire and a few electrical bits. I have no data on current draw for the new pump.

@Bergerac, no my intercooler is a 100% custom unit based on a drawing supplied to the fabricator. They said it will support around 600hp due to the relatively thin core, needed to minimise cutting into the front cross brace. I'm curious if the limited flow resulting from a supposed 600hp ceiling might be a contributing factor to the high-ish IAT observed in the log file previously posted. If any of the observations made in post #97 are remotely correct then perhaps the larger turbo is just working in its optimum output range with boost pressures starting at 26psi.

A new clutch disc from South Bend is on the way.

The new clutch disc from South Bend is here. It is a dual friction unit with organic on the PP side and ceramic on the flywheel side. Now to find the motivation to tackle the job...

That looks more aggressive than the one I used. Is the 'puck' side 'feramic' (sintered iron) or actually ceramic? I don't actually see that disc matching any of their advertised stages -- is it a one-off?

I suppose it is a one-off. The puck side is ceramic, not feramic. They never mentioned feramic during our communication, probably due to the torque rating I required.