RE: K24 finally installed in 1986 5000cstq

["Lewis, Gary M" <Gary.Lewis@West.Boeing.com>]

You'll never find one used w/o having to buy the whole damn motor.  However,
the dealer sells them for like $240, plus another $220 for the lower IC
pipe, which is such a funny size that it almost demands buying new instead
of fabrication.  I've done numerous cost trade-off, and it seems that $500
is about as good as it gets for the single pass IC in most any configuration
worth doing on a type 44...

Gary M. Lewis
1990 200tqa Silver/Platinum 146km 1.8 bar P6000 SVR, Bilsteins, BPV
1986 5kcstqa Sapphire/Platinum 180km Stock




> Does anyone have a single pass IC laying around they would like to send
> me? 
> :-)
> 
> In all seriousness, where can I find a single pass IC? 
> I am in an Audi poor area as far as the salvage yards go.
> 
> Eric R. Kissell
> 1986 5000cstq, 1.8 bar, k24
> ______________________________ Reply Separator
> _________________________________
> Subject: RE: K24 finally installed in 1986 5000cstq
> Author:  "Lewis; Gary M" <Gary.Lewis@West.Boeing.com> at Internet
> Date:    11/22/1999 2:07 PM
> 
> 
> Thanks Gary.  To all interested, The Scott's (J. & Mo.) have been saying
> for 
> a while that if you toss a single-pass IC behind a K26 it will spool up a 
> bunch better.  Appears both Gary and MSW seem to corroborate this data. 
> After Mrs. Lewis gives me respite from the new house, the 1991 20vt IC
> goes 
> in pronto...
> 
> Gary M. Lewis
> 1990 200tqa Silver/Platinum 146km 1.8 bar P6000 SVR, Bilsteins, BPV 
> 1986 5kcstqa Sapphire/Platinum 180km Stock
> 
> 
> Gary said:
> > Gary,
> > 
> > I'm sure the K24 vs K26 is going to behave differently on my 4000Q with
> a 
> > modified MC-2 high-compression motor than on a '90 200 with a stock
> MC-2. 
> > My 4000Q has a large single pass intercooler (944T), very short tracts
> > from
> > the turbo to intercooler to intake, a mild cam, 2-piece EM, bypass valve
> 
> > etc, plus it weights close to 700 lbs less than the 200 and has lower
> > final
> > drive. Maximum boost is around 13psi, though I saw a little higher at
> sea 
> > level. 
> > 
> > With the stock K24, my 4000 had no lag, but also didn't pull very well 
> > above
> > 4000rpm (with its gearing and 22.7" tires, this translates to 80mph in
> 5th 
> > gear).  On the track, high water and exhaust temps, heat soaking, etc
> was 
> > common.  With a stock K26, it has a little lag below 3500  but pulls
> great 
> > above that and runs cooler at the track (rarely drive this car below
> > 3000rpm
> > anyway). The lag is nowhere near as bad as my 5000Q was with its K26.
> Most 
> > of my driving is done above 5000ft, where turbos spool slower anyway. At
> > sea
> > level, eg Road America, it had almost no perceptible lag and pulled 
> > stronger
> > than modified S4's out of the corners.(A RS2 turbo might even work with 
> > this
> > car at sea level). 
> > 
> > As with any turbo quattro, off-the-line acceleration is not the car's 
> > forte
> > -- AWD, some turbo lag and the need to shift to 3rd(I think I hit the
> rev 
> > limiter in 2nd at under 55) conspire against it.  The K24 was easier to
> > launch off the line for 0-60 runs, though I never timed it, and didn't 
> > really care. On the highway and especially on the racetrack, the K26 is 
> > much
> > more powerful. I estimate 260-270 horsepower, with over 300 realistic if
> 
> > we
> > cranked the boost up to 18psi. (Warnings from experts on the list about
> > boost controllers and  running this much boost at high altitude have
> kept 
> > me
> > from doing this so far.)
> > 
> > But, again , the K24 on a 5000TQ with only chip/spring, works fantastic!
> 
> > Smoother, quicker, better throttle response, etc. It sure was fun in a
> > foot
> > of fresh snow this morning! 
> > 
> > No hard data for you, only seat-of-the-pants driving impressions and
> much 
> > faster track times. Sorry for the long winded response, but since you
> > asked...
> > 
> > Gary Kaklikian
> > 86 4kcstq
> > 86 5kcstq
> > 
> >  
> > 
> > 
> > -----Original Message-----
> > From: Lewis, Gary M [mailto:Gary.Lewis@West.Boeing.com] 
> > Sent: Monday, November 22, 1999 10:04 AM
> > To: quattro@audifans.com; 'Eric_R_Kissell@email.whirlpool.com' 
> > Subject: RE: K24 finally installed in 1986 5000cstq
> > 
> > 
> > Eric said:
> > 
> > > On 11-18-99  "Kaklikian, Gary" Gary.Kaklikian@Compaq.com wrote: >
> > > >We just put the K24 from my 4000 on my '86 5000, which is stock
> except 
> > > for 
> > > >TAP chip, wg spring, and bypass valve. I agree - what a great 
> > improvement
> > > in 
> > > >low-end, midrange, smoothness, throttle response, etc! Seems like a
> new 
> > > car! 
> > > >Conversely, the K26 works MUCH better on my 4000 (dual knock sensor 
> > > >high-compression motor) than the K24 did.
> > > 
> > > My engineering nature wants to understand why there is a difference in
> 
> > > bahavior for the k24 vs. k26 turbos with the MC-1 vs. MC-2 engines.
> > > 
> > > The lower compression ratio, single knock sensor (MC-1) benefits from 
> > > quicker spool up using the k24 in place of the k26. I have not 
> > > experienced any downside from using a k24 in my 5000cstq (MC-1) at 1.8
> 
> > > bar maximum boost.
> > > 
> > > What performance characteristics improve when using the k26 in place
> of 
> > > the 
> > > k24 in the dual knock sensor, high-compression motor (MC-2)? 
> > > 
> > > Does the higher compression ratio of the MC-2 produce hotter exhaust 
> > > gasses 
> > > that possess more energy to spool up the k26 sooner than the MC-1 can?
> 
> > > 
> > > What does the boost vs. rpm data look like for the various
> engine/turbo 
> > > combinations?
> > > 
> > Did anyone answer the K24 vs. K26 in a MAC-14/MC-2 car??  As I now have 
> > the
> > latter, I was curious.  I'm having delusions of 2.2 bar, single pass
> I/C, 
> > 2-piece EM, and a stock RS2 turbo on my 1990 tqa (or saying screw it and
> 
> > buying a 1991tqa...).
> > 
> > 
> > > Gary M. Lewis
> > > 1990 200tqa Silver/Platinum 146km 1.8 bar P6000 SVR, Bilsteins, BPV 
> > > 1986 5kcstqa Sapphire/Platinum 180km Stock
> > > 
> > 
>