Porsche Turbocharger Rebuild Service

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 and K27 single units. BorgWarner K24 twin turbos. IHI RHF5H twin turbos. In-house VSR balancing since 2008.

Start Your Rebuild All Models →
1975 Through Current
3LDZ K24 K27 KKK / BorgWarner
IHI Cayenne Twin Turbo
930 / 924 / 944
3LDZ K26 K27
993 Turbo
K24 Twin Turbo
996 Turbo
K24 Twin Turbo
997 Turbo
VTG Twin Turbo
Cayenne Turbo
IHI RHF5H Twin
In Shop Since
2008 17+ years
Porsche Turbo History

Every Generation
Covered

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.

1975 – 1977
Porsche 930 3.0L
KKK 3LDZ
The original 930 Turbo used the KKK 3LDZ turbocharger -- a unit specific to the 930 3.0L with no intercooler. 260 HP. The 3LDZ is identifiable by its designation on the KKK nameplate tag. Age-related bearing wear and oil coking from decades of heat cycling are the primary rebuild causes on these units. The K26 and K27 are the upgrade and replacement options for cars that have already had turbo work or where the owner wants improved performance.
1978 – 1989
Porsche 930 3.3L
KKK 3LDZ / K27 Upgrade
The 3.3L 930 added an intercooler. The OEM turbo on the 3.3L 930 remains the 3LDZ family. The K27 (BorgWarner 5327-988-7200 / 53279887200) is the industry-standard upgrade, delivering full boost from 2,700-3,100 RPM and good for up to 400 HP on modified engines. The K27 is the same unit fitted OEM on the 964 Turbo and 965 Turbo S. 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. A compressor outlet adapter is required to connect the K27 to the original factory charge pipe without modification. We rebuild the OEM 3LDZ and supply and install K27 upgrades with the correct adapter.
1976 – 1982
Porsche 924 Turbo (931)
KKK K26
The 924 Turbo (chassis code 931) used a single KKK K26 on the 2.0L four cylinder. The 924 Carrera GT and Carrera GTS used the same K26 frame in different configurations. Same journal bearing design as the 930 unit. Part numbers in the 5326-988-XXXX format. Age and oil coking are the dominant rebuild causes on these 40+ year old units.
1985 – 1991
Porsche 944 Turbo / Turbo S
KKK K26/6 and K26/8
The 944 Turbo (951) used the K26/6 in early spec (1985-1987) and the K26/8 from 1988 onward as the Turbo S. Porsche OEM part numbers 951.123.131.00 through 951.123.131.03 depending on spec. BorgWarner part numbers 5326-988-6710 and 5326-988-6720 for the K26 variants. These are increasingly rare original units and finding a quality rebuild shop that knows these turbos is difficult. We do.
1991 – 1994
Porsche 964 Turbo 3.3L
KKK K27
The 964 Turbo used a single K27 (5327-988-7200) -- the same unit used as a 930 upgrade. 320 HP from 3.3L. The 1994 964 Turbo S 3.6L used a K24/K26 arrangement. The K27 on the 964 is a robust unit in a hot and demanding environment. Oil coking and age-related bearing wear are the standard findings at teardown.
1994 – 1998
Porsche 993 Turbo
KKK K24 Twin Turbo
The 993 Turbo was the last air-cooled twin turbo 911. Twin KKK K24 units, one per cylinder bank. Porsche part numbers 993.123.013.82 (left) and 993.123.014.82 (right). BorgWarner part numbers 5324-988-7003 (left) and 5324-988-7004 (right). The K24 on the 993 runs in a very hot air-cooled engine environment. Both turbos must always be rebuilt together. Running a fresh unit alongside a worn one creates imbalanced boost and overworks the new unit.
2000 – 2005
Porsche 996 Turbo / GT2
KKK K24 Twin Turbo
The 996 Turbo moved to the water-cooled engine but retained the K24 twin turbo configuration. Standard 996 Turbo: BorgWarner 5324-988-7005 (left) and 5324-988-7006 (right), Porsche 99612398372 / 99612398472. The 996 Turbo S and GT2 with the X50 power kit use upgraded K24 units with larger compressor wheels -- Porsche 996.123.983.72 (left). All configurations are fully supported.
2006 – 2012
Porsche 997 Turbo / Turbo S
BorgWarner VTG Twin Turbo
The 997 Turbo introduced variable turbine geometry (VTG) in a gasoline application -- a significant engineering achievement. 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 the GT2 RS run higher-spec variants of the same VTG unit. Contact us before shipping -- 997 VTG rebuilds are assessed individually given the variable geometry complexity.
2003 – 2007
Porsche Cayenne Turbo
IHI RHF5H Twin
The first-generation Cayenne Turbo (955 platform, 4.5L V8) uses twin IHI RHF5H units -- VVQ1 (left) and VVQ2 (right). Both are water-cooled journal bearing units operating in the dense thermal environment of a V8 SUV engine bay. Both must be rebuilt together. Oil coking and hot-shutdown damage are the primary failure causes. See our IHI rebuild page for more detail on the Cayenne Turbo specifically.
Model Coverage

Every Turbocharged
Porsche We Rebuild

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. Requires a compressor outlet adapter to connect to the original factory charge pipe. We rebuild stock 3LDZ units and supply K27 upgrades with the adapter.
Porsche Part Numbers930.123.015.00 (3.3L OEM) / K27 upgrade: 930.123.013.82
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.
Porsche Part Numbers931.123.013.05 / 931.123.012.01 / 931.123.002.08 (Carrera GT)
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. Finding a shop that knows the 951 is not easy -- we do.
Porsche Part Numbers951.123.131.00 / .02 / .03 -- BorgWarner 5326-988-6710 / 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.
BorgWarner Part Number5327-988-7200 (K27) / 53279887200
993 Turbo
1994-1998 — KKK K24 Twin
Last air-cooled 911 twin turbo. Twin K24 units one per bank. Always rebuild both together. The 993 Turbo S ran upgraded K24 variants with larger compressors. GT2 parts are increasingly difficult to source -- contact us before shipping for availability confirmation.
Porsche Part Numbers993.123.013.82 (Left) / 993.123.014.82 (Right) -- BorgWarner 53249887003 / 53249887004
996 Turbo / GT2
2000-2005 — KKK K24 Twin
Water-cooled 911, twin K24. Standard Turbo, Turbo S, and X50-equipped GT2 all use different K24 variants. Porsche water-cooled engine bay is easier on turbos than air-cooled but the K24 still suffers from oil coking on cars that see spirited driving without proper cooldown. All 996 variants supported.
Porsche Part Numbers99612398372 (Left) / 99612398472 (Right) -- BorgWarner 53249887005 / 53249887006
997 Turbo / Turbo S
2006-2012 — BorgWarner VTG Twin
First gasoline VTG turbocharger in production. The VTG system uses variable vanes similar to diesel VGT but designed for the much higher exhaust temperatures of a gasoline engine -- a significant engineering achievement. Turbo S and GT2 RS variants run higher-spec units. Contact us before shipping for assessment and timeline.
Applications997.1 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. Operates in an extremely dense thermal environment. Oil coking from hot shutdowns after hard driving is the standard finding. Both must be rebuilt together.
IHI CodesVVQ1 (Left) / VVQ2 (Right) -- IHI RHF5H water-cooled
Part Number Reference

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 -- both are listed here. Contact us with your nameplate number if your unit is not listed.

Showing -- results
Part Number BorgWarner / IHI # Turbo Application Notes
930.123.015.00KKK 3LDZKKK 3LDZ OEM1975-1989 Porsche 930 Turbo 3.0L and 3.3LOEM Single Journal Bearing
5327-988-720053279887200KKK K27 Upgrade1975-1989 Porsche 930 3LDZ upgrade / 964 Turbo OEMRequires compressor outlet adapter
5327-970-720053279707200KKK K27 CompletePorsche 930 K27 upgrade -- complete turbo alternate PNRequires compressor outlet adapter
TUR KKK BT ADTSilicone adapter kitK27 Outlet AdapterPorsche 930 K27 upgrade -- boost tube adapter to factory charge pipeRequired for K27 upgrade on 930
931.123.013.055326-988-6407KKK K261976-1982 Porsche 924 Turbo (931)OEM Single Journal Bearing
931.123.012.015326-988-6021KKK K26Porsche 924 Carrera GTOEM Single
931.123.002.085326-988-7008KKK K26Porsche 924 Carrera GTSOEM Single
935.123.008.005327-988-7004KKK K27Porsche 935 RacingRace Turbo
951.123.131.005326-988-6710KKK K26/61985-1987 Porsche 944 Turbo (951)OEM Single Journal Bearing
951.123.131.025326-988-6710KKK K26/61985-1987 Porsche 944 Turbo (951)OEM Single
951.123.131.035326-988-6720KKK K26/81988-1991 Porsche 944 Turbo S (951)OEM Single Journal Bearing
9511231310253269707042KKK K26Porsche 944 Turbo 2.5L 250HPAlternate format
993.123.013.825324-988-7003KKK K24 Left1994-1998 Porsche 993 Turbo / GT2 -- LeftTwin Turbo Left
993.123.014.825324-988-7004KKK K24 Right1994-1998 Porsche 993 Turbo / GT2 -- RightTwin Turbo Right
532498870035324-988-7003KKK K24 LeftPorsche 993 Turbo Left -- alternate formatTwin Turbo Left
532498870045324-988-7004KKK K24 RightPorsche 993 Turbo Right -- alternate formatTwin Turbo Right
5324-101-5075KKK K24KKK K24 LeftPorsche 993 Turbo Left (casting number ref)Casting Reference
5324-101-5076KKK K24KKK K24 RightPorsche 993 Turbo Right (casting number ref)Casting Reference
996123983725324-988-7005KKK K24 Left2000-2005 Porsche 996 Turbo -- LeftTwin Turbo Left
996123984725324-988-7006KKK K24 Right2000-2005 Porsche 996 Turbo -- RightTwin Turbo Right
532498870055324-988-7005KKK K24 LeftPorsche 996 Turbo Left -- alternate formatTwin Turbo Left
532498870065324-988-7006KKK K24 RightPorsche 996 Turbo Right -- alternate formatTwin Turbo Right
996.123.983.72KKK K24 HPKKK K24 HP LeftPorsche 996 Turbo S / GT2 X50 -- Left UpgradedHigher-Spec K24
996.123.984.7253249887006KKK K24 HP RightPorsche 996 Turbo S / GT2 X50 -- Right UpgradedHigher-Spec K24
VVQ1IHI RHF5HIHI RHF5H Left2003-2007 Porsche Cayenne Turbo 4.5L V8 -- LeftIHI Water-Cooled
VVQ2IHI RHF5HIHI RHF5H Right2003-2007 Porsche Cayenne Turbo 4.5L V8 -- RightIHI Water-Cooled
VD430066IHI RHF5HIHI RHF5H LeftPorsche Cayenne Turbo 4.5L Left -- alternate IHI codeIHI Internal Code
VD430067IHI RHF5HIHI RHF5H RightPorsche Cayenne Turbo 4.5L Right -- alternate IHI codeIHI Internal Code
Common Failure Modes

Why Porsche Turbos
Fail

01
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. The 930 and 993 have no liquid cooling jacket around the engine to dissipate heat after shutdown. 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.
02
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 -- 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. If it has not been rebuilt in the last 10 years, it should be inspected.
03
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 -- different shaft play, different spool rate -- 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. We rebuild 993 pairs as a matched set, VSR balanced to matching spec.
04
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 showing signs of IMS failure or coming in after an IMS-related engine event needs the oil system fully flushed before the turbos are rebuilt. Rebuilt turbos installed on a contaminated engine will fail on the first startup.
05
Cayenne Thermal Environment
The Cayenne Turbo packs twin IHI units into a tight V8 engine bay with significant underbonnet heat retention. Porsche Cayenne owners frequently use these vehicles hard and shut down without cooldown. 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. Both turbos come in together, both go out together.
06
930 Boost Spike / Wastegate Failure
The 930 has a history of boost surge -- a sudden uncontrolled spike in boost pressure that overwhelmed the rear tires and caused many accidents in period. Modern boost controllers and upgraded wastegate actuators have addressed this, but older 930s with original or deteriorated wastegate components can still experience uncontrolled boost. Boost spikes over the OEM limit stress the turbo and the engine simultaneously. We inspect the wastegate components during every 930 3LDZ and K27 turbo rebuild and flag anything that could cause boost control issues.
Common Questions

Frequently Asked

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 drops in without modifications and spools 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 and 965 Turbo S and is the industry standard 930 upgrade. One thing to know: the 3LDZ compressor outlet has an integrated o-ring neck that the factory cast aluminum charge pipe slides onto directly. The K27 outlet is a different diameter and connection style, so a compressor outlet adapter is required to mate the K27 to the original charge pipe without cutting or modifying the factory plumbing. The adapter uses an o-ring seal and is removable -- no epoxy needed. We handle the adapter as part of the K27 upgrade. Tell us what you want and we will point you in the right direction.
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. Installing a fresh rebuilt turbo alongside a worn original means the rebuilt unit spools faster, generates more boost at low RPM, and handles more of the load -- which accelerates its wear and creates conditions the engine management was not designed for. The cost of pulling the engine to install one turbo is the same as pulling it to install two. Do both.
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. VTG vanes that work in diesel exhaust would oxidize and fail rapidly in a gasoline application. 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 feels like a completely different vehicle from a boost delivery standpoint -- the vanes deliver boost earlier and more linearly than any fixed-geometry twin setup.
The KKK identification tag is on the backplate at the one o'clock position -- it is 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. On 944s that have been modified or had previous turbo work, the tag may not match the original Porsche part number. Contact us with the numbers from the tag and we can confirm exactly what you have and what the rebuild requires.
Drain any residual oil from the inlet and outlet ports. Plug all ports to prevent contamination during transit. Double-box with foam or bubble wrap on all sides. 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 -- we cross-reference the pair at teardown and rebuild them to matching spec. Contact us before shipping and we will send a receiving confirmation.
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sales@theboostlab.com theboostlab.com Dade City, FL