Here is the turbo page.
The first picture is of the K03 compressor it is a .51 trim 52mm compresor with a .75 A/R.
This im my 40,000 mile spare/test turbo the other 2 are brand new and all most new. I don't want to take my good ones apart.

Here is a compressor map for the K03.
I will post a graphed one but first I have to turn the cubic meters into pounds per min. so I can plot it with a non metric formula.

here is the lb/min (volume to mass)convertion with air temp of 112*F

One way to test bench test a bov, this is the "crack house bov tester".

The K03 Turbine is an 11 blade 46.5mm turbine wheel with a .91 trim.
The turbine housing has an A/R of about .56
The measurements were kind of hard to take because of the uneven # of blades.
Here it is.

The next item is the nozzle ring it is about .270�� wide ( that equals a 1.49�� of surface aera ).
Here is the inlet to the turbine, one way goes to the waste gate the other to the torus.
The lit up part is the torus and it bottle necks down where I can just get my middle finger through it , it is kind of a restriction.
I like internal waste gates the only bad thing is they get in the way as shown here.

The last picture is of the tours with one of the 10mm bolts left in so you can see the true size of it.

The K03's turbine will be on the small side for my 3.4L engine, so the next step will be P&P the torus and comprssor!
That means more pics to come, as soon as I get my next big haul from summitracing I can start.
This is the used K03 turbine and shaft It has about 40,000 miles on it along some coking that could cause imbalance and much faster wareing.
This carbon will build up and start breaking off in clumps and cause an imbalance.

Carbon or other Build up building up and flaking off is the leading cause of turbine imbalance.
Not good if your spining 200,000rpms.

If you are going to take apart your K03 you have to mark every thing because the turbine and compressor are ballanced together. The must be put back together as thay were before or it will be out of ballance.
Here are all the parts on the inside.
Starting at the 9 o-clock we have the bronze turbine bearings that were in good shape there was only about .002''-.003w'' inchs of play, very tight.
Above that is the thrust bearing nice for a stock turbo, 360 degrees much better suport than the 270 degrees found on some of the larger turbos.
At the 12 o-clock is the compressor nut, it is 10mm and has left hand threds.
At "1" is the tab washer it holds the thrust bearing and keeps it from spining.
Under that is the air/oil seal for the turbine it goes on the grove infrount of the turbine. It's kind of like a piston ring.
The big green one is the compressor oil seal.
At 6 o-clock is the a retainer that keeps the trubine bearings from spinning in the housing.
The one to the left is a washer that's all it is.
The c-clip looking thing is a c-clip with out any eyes and you have to pick it out with a knife, I'll replace it with a real c-clip.
I don�t know all the turbo lingo but I do repair and inspect centrifugal flow gas turbine compressor/generator, I know my gas turbines in and out ( and that�s all turbo�s rely are).
They work just like a turbo but there much bigger and weighs 330lb (just the engine its self), has 2 compressor stages, they eat over 2,500 cfm and can compress over 1,000cfm of air at 50psi when turning no faster or slower then 42,500 rpms while generating AC power.
Page 1 the completed projects page
Page 2 is cylinder heads and work
Page 3 is the fuel, nitrous and books
Page 4 The turbo page
Page 6 Intake and intake design
Page 7 Rotating assy.
Page 8 Exhaust and turbo headers
Page 9 Oiling system
Page 10 Fabrication form Aero space materals
Page 11 Chasse parts rengineering