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Porsche turbo rebuild
Complete in-house rebuild service for every turbocharged Porsche. 930, 924 Turbo, 944 Turbo, 944 Turbo S, 993 Turbo, 996 Turbo, 997 Turbo, and Cayenne Turbo. KKK 3LDZ, K26, K27 single units. BorgWarner K24 twin turbos and VTG. IHI RHF5H twin turbos. In-house VSR balancing since 2008.
- 930 / 924 / 944
- KKK 3LDZ K26 K27
- 993 / 996
- K24 Twin Turbo
- 997 Turbo
- BorgWarner VTG Twin
- Cayenne
- IHI RHF5H Twin
- Coverage
- 1975 through Current
- In shop since
- 2008, 17+ years
Every turbocharged Porsche we rebuild
BorgWarner (KKK) supplied the turbocharger for virtually every turbocharged Porsche from the 1975 930 through the water-cooled 997. IHI supplies the Cayenne Turbo twin turbo system. Every generation uses a different configuration and understanding which turbo is in which car avoids costly mistakes at teardown.
930 Turbo 1975-1989: KKK 3LDZ / K27 upgrade
The original 911 Turbo. 3.0L (1975-1977) and 3.3L (1978-1989) both use the KKK 3LDZ. The K27 (BorgWarner 5327-988-7200) is the proven upgrade, same unit used OEM on the 964 Turbo. Delivers full boost from 2,700-3,100 RPM and good for up to 400 HP on modified engines. One important note on the upgrade: the 3LDZ compressor housing outlet uses an integrated o-ring neck that the factory cast aluminum charge pipe slides onto directly. The K27 has a different outlet connection, so a compressor outlet adapter is required. We rebuild stock 3LDZ units and supply K27 upgrades with the adapter.
Applications: 1975-1989 Porsche 930 Turbo 3.0L and 3.3L
- 930.123.015.00
- 5327-988-7200
924 turbo (931) 1976-1982: KKK K26
924 Turbo, Carrera GT, and Carrera GTS all use KKK K26 units in different configurations. Journal bearing single turbo. Age-related wear, oil coking, and decades of heat cycling are the standard findings on these cars. We rebuild all 924 K26 configurations.
Applications: 1976-1982 Porsche 924 Turbo / Carrera GT / Carrera GTS
944 turbo / Turbo S 1985-1991: KKK K26/6 and K26/8
K26/6 on 1985-1987 standard Turbo, K26/8 on 1988-1991 Turbo S. The water-cooled K26 on the 944 is a well-documented unit with established rebuild procedures. Both variants supported.
Applications: 1985-1991 Porsche 944 Turbo (951) / 944 Turbo S
- 951.123.131.00
- 5326-988-6720
964 Turbo 1991-1994: KKK K27
Single K27 on the 3.3L. The 964 Turbo S 3.6L uses a K24/K26 combination. The K27 configuration on the 964 is the same unit used as a performance upgrade on 930 cars. Both standard and Turbo S variants supported.
Applications: 1991-1994 Porsche 964 Turbo 3.3L / 964 Turbo S 3.6L
- 5327-988-7200
993 Turbo 1994-1998: KKK K24 twin turbo
Last air-cooled twin turbo 911. Twin KKK K24 units, one per cylinder bank. Both turbos must always be rebuilt together. Running a fresh unit alongside a worn one creates imbalanced boost and overworks the new unit. We rebuild 993 pairs as a matched set, VSR balanced to matching spec.
Applications: 1994-1998 Porsche 993 Turbo / GT2
- 993.123.013.82
- 993.123.014.82
996 Turbo / GT2 2000-2005: KKK K24 twin turbo
Water-cooled 911, twin K24. Standard Turbo, Turbo S, and X50-equipped GT2 all use different K24 variants. Oil coking on cars that see spirited driving without proper cooldown is the standard finding. All 996 variants supported.
Applications: 2000-2005 Porsche 996 Turbo / Turbo S / GT2
- 99612398372
- 99612398472
997 Turbo / Turbo S 2006-2012: BorgWarner VTG twin turbo
First gasoline VTG turbocharger in production. Porsche worked with BorgWarner to develop a turbocharger with VTG vanes that could handle gasoline exhaust temperatures far higher than diesel VGT systems. The 997 Turbo S and GT2 RS run higher-spec variants. Contact us before shipping since 997 VTG rebuilds are assessed individually given the variable geometry complexity.
Applications: 997.1 Turbo (2006-2009) / 997.2 Turbo (2010-2012) / 997 Turbo S / 997 GT2 / 997 GT2 RS
Cayenne Turbo 2003-2007: IHI RHF5H twin
955 platform 4.5L V8 uses IHI VVQ1 and VVQ2 twin turbos. Both water-cooled journal bearing units in an extremely dense thermal environment. Oil coking from hot shutdowns is the standard finding. Both must be rebuilt together. See our IHI rebuild page for more detail on the Cayenne Turbo specifically.
Applications: 2003-2007 Porsche Cayenne Turbo 4.5L V8
- VVQ1
- VVQ2
Find your part number
Search by Porsche OEM part number, BorgWarner KKK part number, model, or year. Porsche uses both their own part number format and the BorgWarner 53XX-988-XXXX format. Contact us with your nameplate number if your unit is not listed.
| Part Number | BorgWarner / IHI # | Turbo | Application | Notes |
|---|---|---|---|---|
| 930 Turbo (KKK 3LDZ / K27) | ||||
| 930.123.015.00 | KKK 3LDZ | KKK 3LDZ OEM | 1975-1989 Porsche 930 Turbo 3.0L and 3.3L | OEM Single Journal Bearing |
| 5327-988-7200 | 53279887200 | KKK K27 Upgrade | 1975-1989 Porsche 930 3LDZ upgrade / 964 Turbo OEM | Requires compressor outlet adapter |
| 5327-970-7200 | 53279707200 | KKK K27 Complete | Porsche 930 K27 upgrade, complete turbo alternate PN | Requires compressor outlet adapter |
| TUR KKK BT ADT | Silicone adapter kit | K27 Outlet Adapter | Porsche 930 K27 upgrade, boost tube adapter to factory charge pipe | Required for K27 upgrade on 930 |
| 924 Turbo / 935 (KKK K26) | ||||
| 931.123.013.05 | 5326-988-6407 | KKK K26 | 1976-1982 Porsche 924 Turbo (931) | OEM Single Journal Bearing |
| 931.123.012.01 | 5326-988-6021 | KKK K26 | Porsche 924 Carrera GT | OEM Single |
| 931.123.002.08 | 5326-988-7008 | KKK K26 | Porsche 924 Carrera GTS | OEM Single |
| 935.123.008.00 | 5327-988-7004 | KKK K27 | Porsche 935 Racing | Race Turbo |
| 944 Turbo (KKK K26) | ||||
| 951.123.131.00 | 5326-988-6710 | KKK K26/6 | 1985-1987 Porsche 944 Turbo (951) | OEM Single Journal Bearing |
| 951.123.131.02 | 5326-988-6710 | KKK K26/6 | 1985-1987 Porsche 944 Turbo (951) | OEM Single |
| 951.123.131.03 | 5326-988-6720 | KKK K26/8 | 1988-1991 Porsche 944 Turbo S (951) | OEM Single Journal Bearing |
| 95112313102 | 53269707042 | KKK K26 | Porsche 944 Turbo 2.5L 250HP | Alternate format |
| 993 Turbo (KKK K24 Twin) | ||||
| 993.123.013.82 | 5324-988-7003 | KKK K24 Left | 1994-1998 Porsche 993 Turbo / GT2, Left | Twin Turbo Left |
| 993.123.014.82 | 5324-988-7004 | KKK K24 Right | 1994-1998 Porsche 993 Turbo / GT2, Right | Twin Turbo Right |
| 53249887003 | 5324-988-7003 | KKK K24 Left | Porsche 993 Turbo Left, alternate format | Twin Turbo Left |
| 53249887004 | 5324-988-7004 | KKK K24 Right | Porsche 993 Turbo Right, alternate format | Twin Turbo Right |
| 5324-101-5075 | KKK K24 | KKK K24 Left | Porsche 993 Turbo Left (casting number ref) | Casting Reference |
| 5324-101-5076 | KKK K24 | KKK K24 Right | Porsche 993 Turbo Right (casting number ref) | Casting Reference |
| 996 Turbo / GT2 (KKK K24 Twin) | ||||
| 99612398372 | 5324-988-7005 | KKK K24 Left | 2000-2005 Porsche 996 Turbo, Left | Twin Turbo Left |
| 99612398472 | 5324-988-7006 | KKK K24 Right | 2000-2005 Porsche 996 Turbo, Right | Twin Turbo Right |
| 53249887005 | 5324-988-7005 | KKK K24 Left | Porsche 996 Turbo Left, alternate format | Twin Turbo Left |
| 53249887006 | 5324-988-7006 | KKK K24 Right | Porsche 996 Turbo Right, alternate format | Twin Turbo Right |
| 996.123.983.72 | KKK K24 HP | KKK K24 HP Left | Porsche 996 Turbo S / GT2 X50, Left Upgraded | Higher-Spec K24 |
| 996.123.984.72 | 53249887006 | KKK K24 HP Right | Porsche 996 Turbo S / GT2 X50, Right Upgraded | Higher-Spec K24 |
| Cayenne Turbo (IHI RHF5H Twin) | ||||
| VVQ1 | IHI RHF5H | IHI RHF5H Left | 2003-2007 Porsche Cayenne Turbo 4.5L V8, Left | IHI Water-Cooled |
| VVQ2 | IHI RHF5H | IHI RHF5H Right | 2003-2007 Porsche Cayenne Turbo 4.5L V8, Right | IHI Water-Cooled |
| VD430066 | IHI RHF5H | IHI RHF5H Left | Porsche Cayenne Turbo 4.5L Left, alternate IHI code | IHI Internal Code |
| VD430067 | IHI RHF5H | IHI RHF5H Right | Porsche Cayenne Turbo 4.5L Right, alternate IHI code | IHI Internal Code |
No results? Contact us at sales@theboostlab.com with the nameplate number and we can identify your unit.
Why Porsche turbos fail
Oil coking: air-cooled models
The 930, 924, 944, and 993 run their turbos in an air-cooled environment where underhood temperatures are significantly higher than in water-cooled applications. Oil left in the CHRA after a hot shutdown bakes into carbon deposits immediately. This is the most common finding at teardown on every air-cooled Porsche turbo we rebuild. A turbo timer or a proper idle cooldown after any spirited run is essential.
Age-related bearing wear
Every 930, 924, and 944 Turbo on the road today is at least 33 years old. Even a well-maintained example has accumulated decades of heat cycling, bearing wear, and oil degradation. Many of these cars sat in storage for extended periods, and oil drains from the CHRA during long storage, leaving the bearings dry on the next startup. Any Porsche turbo from the air-cooled era should be rebuilt on condition, not mileage.
993 Turbo imbalanced twin operation
The 993 twin turbo system operates both K24 units simultaneously from the moment boost comes on. If one turbo has significantly more wear than the other, the system operates imbalanced. The tighter unit works harder to compensate. This accelerates failure in both turbos and can cause unexpected boost behavior. The only correct approach is rebuilding both K24 units together to identical specification.
996 IMS bearing oil contamination
The 996 water-cooled 911 has a well-documented intermediate shaft bearing failure mode (the IMS bearing). When the IMS bearing fails it distributes metallic debris throughout the engine oil system immediately. This contaminated oil destroys both K24 turbo bearings within minutes of continued operation. Any 996 Turbo coming in after an IMS-related engine event needs the oil system fully flushed before the turbos are rebuilt.
Cayenne thermal environment
The Cayenne Turbo packs twin IHI units into a tight V8 engine bay with significant underbonnet heat retention. The combination of high thermal mass and immediate shutdown bakes oil in both CHRA units. The Cayenne also sits higher and the oil returns from the turbos are longer than in the 911, which means any marginal restriction in the drain lines shows up as oil seal weeping before full bearing failure.
930 boost spike / wastegate failure
The 930 has a history of boost surge, a sudden uncontrolled spike in boost pressure. Modern boost controllers and upgraded wastegate actuators have addressed this, but older 930s with original or deteriorated wastegate components can still experience uncontrolled boost. We inspect the wastegate components during every 930 3LDZ and K27 turbo rebuild and flag anything that could cause boost control issues.
Frequently asked questions
Should I rebuild my 930 3LDZ or upgrade to a K27?
It depends on what you want from the car. If originality and concours correctness matter, rebuild the stock 3LDZ. If you want better spool and more power headroom, the K27 (5327-988-7200) is a direct bolt-on that delivers full boost at 2,700-3,100 RPM versus the stock unit's higher threshold. The K27 is the same unit fitted OEM on the 964 Turbo. One thing to know: the 3LDZ compressor outlet has an integrated o-ring neck that the factory charge pipe slides onto directly. The K27 outlet is a different diameter and connection style, so a compressor outlet adapter is required. We handle the adapter as part of the K27 upgrade.
My 993 Turbo only needs one turbo rebuilt. Can I do just one?
We strongly recommend against it. The 993 twin turbo system runs both K24 units simultaneously and equally. If one has failed, the other has been running under identical conditions and is almost certainly worn to a similar degree. The cost of pulling the engine to install one turbo is the same as pulling it to install two. Do both.
What makes the 997 Turbo VTG system different from a diesel VGT?
Diesel VGT systems operate in exhaust temperatures of approximately 700-800 degrees Celsius. Gasoline engines produce exhaust temperatures of 900-1050 degrees Celsius or higher under full load. BorgWarner and Porsche developed a specialized alloy vane system for the 997 Turbo capable of operating at gasoline exhaust temperatures. It was a significant engineering achievement and one reason the 997 Turbo delivers boost earlier and more linearly than any fixed-geometry twin setup.
How do I identify which K26 variant is on my 944?
The KKK identification tag is on the backplate at the one o'clock position: a blue tag with the KKK model designation and part number. K26/6 and K26/8 look nearly identical externally. The tag is the definitive ID. Contact us with the numbers from the tag and we can confirm exactly what you have.
How do I ship my Porsche turbo?
Submit the rebuild form at repair.theboostlab.com first. Drain residual oil, plug all ports, and double-box with foam padding. Ship via UPS or FedEx to 37833 Pineapple Ave, Unit A, Dade City, FL 33523. For 993, 996, and Cayenne twin turbo sets, ship both units together in the same box so we can cross-reference the pair at teardown. We will send a receiving confirmation.
Ready to rebuild?
Start your rebuild request in our repair system. Every Porsche turbo job is fully documented from intake through return shipment with in-house VSR balancing.
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