Jul 10th 2026
Every Porsche Turbocharger in One Place
When your Porsche needs a Porsche turbocharger replacement, the single most useful fact to know is this: for the overwhelming majority of factory-turbocharged Porsches sold in the United States — from the 1976 930 right through today's 992 Turbo S — the turbocharger was built by the company we now call BorgWarner Turbo Systems, the corporate descendant of the German firm KKK (Kühnle, Kopp & Kausch). The notable exceptions are the V8-powered Cayenne and Panamera of roughly 2003–2016, which used IHI and then Mitsubishi units. Everything else — the air-cooled icons, the watercooled 911 Turbos, the turbo-four 718s, and the modern Macan and 4.0-liter V8 cars — traces back to the KKK "K-series" lineage.
BorgWarner/KKK is the through-line. The "KKK" turbos on your 930, 944 Turbo, 993 Turbo and 996 Turbo are the direct ancestors of today's BorgWarner units (KKK → 3K-Warner → BorgWarner), and BorgWarner remains Porsche's primary OEM turbo supplier — including the world's first production gasoline variable-turbine-geometry (VTG) turbo on the 2007 997 Turbo. The K26 on a 944 Turbo and the BV50 VTG on a 991 Turbo are separated by 35 years of engineering, but they come from one continuous corporate bloodline. Importantly for owners, BorgWarner is not merely the historical supplier — it remains a current OEM turbo supplier to Porsche across the 911 Turbo, 718, Macan, and the newest 4.0-liter V8 cars. That means a genuine BorgWarner replacement is, quite literally, the same hardware Porsche's engine plants install — minus the Porsche-branded box and markup.
The supplier is not always BorgWarner. The first-generation Cayenne Turbo 4.5L used IHI RHF5H turbos; the 4.8L Cayenne and the 970-generation Panamera Turbo used Mitsubishi TD04HL units. Only the newer 4.0-liter "hot-vee" V8 (971 Panamera, 9Y0 Cayenne) returned to BorgWarner. Get this wrong and you buy the wrong part.
Variant matters as much as model. A base 996 Turbo uses a K16; the same-era 996 GT2 and Turbo S use the larger K24. A 991 Turbo uses a BV50; the 991 GT2 RS uses a physically larger BorgWarner frame. Always match the exact trim and model year before ordering.
Air-cooled classics ran KKK exclusively. The 924 Turbo (931) and 944 Turbo (951) used the KKK K26; the 930 and 964 Turbo used the single K27; the 959 used twin sequential KKK turbos; and the 993 Turbo introduced twin K16 units (with the 993 GT2 stepping up to the K24).
The modern water-cooled 911 Turbo is a BorgWarner story end-to-end. 996 Turbo = twin K16; 996 GT2/Turbo S = twin K24; 997 and 991 Turbo = twin BV50 VTG; 992 Turbo S = two symmetrical, counter-rotating VTG turbos with electric wastegates.
The 718 and Macan are fully turbocharged and BorgWarner-supplied — the 718's 2.0L uses a K04 and the 2.5L uses a VTG B03V; the Macan range uses K03-family V6 turbos.
OEM part numbers are verifiable for most applications, but a handful (notably the exact Porsche format number for the 4.0L V8 B03G) could only be cross-referenced through BorgWarner/VW-group numbering, and we flag those explicitly rather than guess.
The Four-Cylinder Transaxle Cars (924 & 944 Turbo)
Porsche 924 Turbo (Type 931) — 1980–1982 US model years
The 924 Turbo was Porsche's second turbocharged road car (after the 930) and the first turbocharged Porsche aimed at the entry-level buyer. The internal type number was 931. Power came from the Audi-derived 2.0-liter EA831 inline four (engine code M31), heavily reworked by Porsche with a new aluminum head and a low 7.5:1 compression ratio to live with boost.
Turbocharger: A single KKK K26, mounted downstream of the exhaust manifold. European cars ran roughly 0.7 bar (about 10 psi) for 170 PS; US-spec 1980 cars, strangled by emissions equipment, made about 143 hp, rising to ~154 hp for 1981–82.
What's notable: This is a relatively primitive, oil-cooled (not water-cooled) journal-bearing turbo, and early units were known for short service life and seal problems — Porsche revised the design with backward-facing compressor blades and slightly lower boost (0.64 bar) for the Series 2. The K26 here also uses an unusual 3-bolt turbine flange, which is part of why bolt-on upgrades have always been limited for the 931.
Part numbers: The 924 Turbo K26 is widely cataloged as KKK model K26-2664G4.10, with Porsche/KKK numbers including 931 123 004 06 and the family number 5326-970-6022 appearing on the closely related Series 2 (931 S2) unit. This turbo is no longer manufactured by BorgWarner, but owners have been able to use the 930's turbo as a drop-in replacement (and maybe even a mild upgrade).
Porsche 944 Turbo / Turbo S (Type 951) — 1986–1991 US model years
The 944 Turbo (factory type 951) is the transaxle Porsche enthusiasts revere, and its turbo system was a genuine leap over the 931. The 2.5-liter inline-four used Bosch Motronic engine management and — crucially — a water-cooled turbo bearing housing, a major reliability advance.
Turbocharger: A single KKK K26, but in a more sophisticated water-cooled form. Two principal variants matter:
951 "S1" (1986–1988 base Turbo): KKK K26-2667 GA / 6.92, Porsche/KKK number 5326-988-6720 (also seen as 5326- 970-6720 and Porsche 951.123.131.0x). This is the ~217–220 hp car.
951 "S2" (1988 Turbo S, then standard on 1989–1991 Turbo): the larger KKK K26-2670 GGA / 8.11, Porsche/KKK number 5326-970-7041, feeding the 247–250 hp engine.
What's notable: The 944 Turbo's K26 is a textbook water-cooled, single-scroll journal-bearing gasoline turbo, and the S2 (K26/8) unit is the one tuners prize because its larger compressor supports meaningfully more power. The two are visually similar but not interchangeable in spec — matching S1 vs. S2 is the single most common 951 turbo-buying mistake.
The Air-Cooled Flat-Six Icons (930, 964, 993)
Porsche 930 — "911 Turbo" — 1976–1979, then 1986–1989 US model years
The 930 is the original 911 Turbo and the car that established the entire Porsche turbo dynasty. It arrived in the US for 1976 with a 3.0-liter flat-six, then grew to the definitive 3.3-liter (with intercooler) for 1978.
Important US model-year gap: Porsche withdrew the 930 from the US market for model years 1980 through 1985, primarily because the engine could not meet tightening US emissions standards. The 930 returned to the US for 1986 and ran through 1989 (the 1989 car being the first with the G50 five-speed gearbox).
Turbocharger: A single, large KKK K27 on the 3.3-liter cars (the original 1976 3.0L used an earlier KKK unit). The factory 3.3 turbo is commonly referenced by Porsche number 930 123 003 0x; the popular service/upgrade unit is the KKK K27- 7200 (numbers 5327-970-7200 / 5327-988-7200).
What's notable: The 930's single K27 is famous — and infamous — for its dramatic, laggy power delivery: little happens below ~3,000 rpm, then boost arrives in a violent rush. That on/off character is a direct consequence of using one big single turbo on a 3.3-liter engine. It's also why the K27 became one of the most-rebuilt and most-upgraded turbos in the Porsche world.
Porsche 964 & 965 Turbo (911 Turbo 3.3 & Turbo 3.6) — 1991–1994 US model years
The 964 Turbo was the last single-turbo, rear-wheel-drive 911 Turbo, and it bridged the 930 and the modern twin-turbo era.
964 Turbo 3.3 (1991–1992): carried over a developed version of the 930's 3.3-liter engine and its single KKK K27, now making ~320 hp.
964 Turbo 3.6 (1993–1994): the M64-based 3.6-liter, still fed by a single KKK K27, raised output to 355 hp / 384 lb-ft — at the time the most powerful regular-production road car Porsche had built. Boost rose to about 0.85 bar. The X88 "Powerkit"/Turbo S cars used a larger KKK turbo and a more efficient intercooler for ~380+ hp.
What's notable: The 964 is the end of the line for the big-single-turbo 911 character — torque-rich but still laggy below ~3,200 rpm. The K27-7200 service unit (5327-970-7200 / 5327-988-7200) is frequently used across 930, 964 and 965 (Turbo S) applications, which is why you'll see it cataloged with a wide 3.3L/3.6L fitment range.
Buying tip: Confirm 3.3 vs 3.6 and standard vs. X88/Turbo S, as the larger Powerkit turbo differs from the base K27.
Porsche 993 Turbo & 993 GT2 — 1996–1998 US model years
The 993 Turbo was a watershed: the first twin-turbocharged, all-wheel-drive 911 Turbo, and the last air-cooled one. The 3.6-liter flat-six made 400 hp (US).
993 Turbo turbocharger: Twin KKK K16 turbos — one per cylinder bank — running in parallel. Verifiable Porsche/KKK numbers: left 5316-970-6735 / Porsche 993.123.013.51, right 5316-970-6736 / Porsche 993.123.014.51 (with 99312301352/99312301452 supersessions).
993 GT2 turbocharger: the homologation-special, rear-drive GT2 used the larger twin KKK K24 instead of the K16. Verifiable numbers: left 5324-970-7004 / Porsche 99312301382, right 5324-970-7003 / Porsche 99312301482 (some references list the pair as 5324-988-7003/7004).
What's notable: Going from one big single (930/964) to two smaller parallel turbos is the defining drivability advance of the 993 Turbo — smaller turbines spool faster, smoothing the old on/off delivery. The K16-vs-K24 split between the 993 Turbo and 993 GT2 is the first clear example of a recurring theme: the hotter Porsche variant gets a bigger turbo than the base Turbo. Tuners famously convert 993 Turbo K16 cores to "K16/24" hybrids for 500+ hp.
The Water-Cooled Era (996, 997, 991, 992)
Porsche 996 Turbo, 996 Turbo S & 996 GT2 — 2001–2005 US model years
The 996 Turbo brought the 911 Turbo into the water-cooled age, but used the motorsport-derived "Mezger" 3.6-liter flat-six (M96/70) — a dry-sump, race-bred engine quite separate from the troubled base 996 motor. It made 415 hp; the X50 Power Kit and the 2005 Turbo S raised that to 444 hp.
996 Turbo (base, 2001–2005): Twin BorgWarner/KKK K16 turbos. Verifiable: left BorgWarner 53169886726 / Porsche 996.123.013.7x, right 53169886727 / Porsche 996.123.014.7x. BorgWarner is explicitly named as the OEM for the 3.6L Mezger engine.
996 Turbo with X50 Power Kit, 996 Turbo S (2005), and 996 GT2 (2002–2005): the larger twin BorgWarner/KKK K24. Verifiable: left BorgWarner 53249887005 / Porsche 996 123 983 72, right BorgWarner 53249887006 / Porsche 996 123 984 72, fitted to the M96/70S engine.
What's notable: Both are parallel twin, wastegated, water-cooled fixed-geometry turbos. The clean takeaway for shoppers: base 996 Turbo = K16; GT2 / X50 / Turbo S = K24. The GT2 is rear-drive and the most powerful 996 (462–483 hp), and its K24s are the same frame used to build 600–750 hp hybrids. Don't buy K16s for a GT2 or an X50 car.
Porsche 997.1 & 997.2 Turbo, Turbo S, and 997 GT2 / GT2 RS — 2007–2013 US model years
The 997 Turbo is the pivot point of the entire BorgWarner-Porsche story. Launched for the 2007 model year (997.1), its 3.6-liter Mezger engine carried the world's first production gasoline VTG turbochargers, co-developed with BorgWarner.
997.1 Turbo (2007–2009, Mezger 3.6L, 480 hp): Twin BorgWarner BV50 VTG turbochargers (model e.g. BV50- 2280DCB/426.10). Verifiable: BorgWarner 5304-988-0080/0092/0093 family, Porsche 997.123.078.7x and 9A1.123.013/014.7x supersessions - Click here for Left/Driver Side and Right/Passenger Side
997.2 Turbo / Turbo S (2010–2013): moved to the new 3.8-liter 9A1-based engine (500 hp Turbo, 530 hp Turbo S) but retained twin BorgWarner BV50 VTG turbos, now cataloged under Porsche 9A1.123.013.7x (left) and 9A1.123.014.7x (right).
997 GT2 (2008–2009) & GT2 RS (2011): the rear-drive, Mezger-engined GT2 (530 hp) and the GT2 RS (620 hp) use larger BorgWarner turbos than the base Turbo — a bigger-flow BV50-family unit vendors even sell as a mild upgrade for the standard 997 Turbo. The GT2 RS uses a still larger frame for 620 hp. Click here for Left/Driver Side and Right/Passenger Side
What's notable: VTG eliminated the classic "turbo hole." Adjustable guide vanes let one turbo behave like a small, quickspooling unit at low rpm and a large, high-flow unit up top — the benefit the 959 chased mechanically with sequential turbos, now achieved within each turbo. BorgWarner remains its sole OEM source.
Porsche 991 Turbo, Turbo S & 991 GT2 RS — 2014–2019 US model years
The 991 Turbo (991.1, 2014–2016; 991.2, 2017–2019) refined the formula on the 3.8-liter 9A1 flat-six: 520 hp (991.1 Turbo), 560 hp (991.1 Turbo S), then 540/580 hp for the 991.2 cars.
991 Turbo & Turbo S turbocharger: Twin BorgWarner BV50 VTG turbos, evolved from the 997's. Verifiable: the 991 Turbo (non-S) uses BorgWarner 5304-998-0xxx / Porsche 9A1.123.016.7x; the 991 Turbo S uses the higher-output 5304-998-0217/0218 → 0333/0334 / Porsche 9A1.123.017.70 (left) & 9A1.123.018.70 (right). Turbo and Turbo S turbos differ — order by the exact 9A1 number:
991 Turbo Right/Passenger Side
991 Turbo S Right/Passenger Side
991 GT2 RS (2018–2019, 700 hp): the most powerful 991 used physically larger BorgWarner turbochargers than the Turbo S — cataloged under BorgWarner 1855-998-0046/0047 / Porsche 9A1.123.015.80/81 & 9A1.123.016.80/81. Note the jump to the "1855" BorgWarner family, indicating a larger frame than the Turbo's "5304" BV50.
What's notable: This is the clearest modern illustration of the "variant uses a different turbo" rule. Within one generation you have three distinct turbo specs: Turbo, Turbo S, and the considerably bigger GT2 RS unit.
Porsche 991.2 Carrera / Carrera S / Carrera GTS — 2017–2019 US model years
Engine: 3.0-liter twin-turbo flat-six (9A2 architecture). 370 hp (Carrera), 420 hp (Carrera S), 450 hp (GTS).
Turbocharger: Twin parallel turbochargers (one per bank). Unlike the 911 Turbo's VTG units, the Carrera's 3.0L uses conventional fixed-geometry, wastegated turbos — smaller and simpler, sized for response and efficiency rather than maximum power. Vendor cross-references list these under BorgWarner-family and Porsche 9A2.123.021.0x numbering.
What's notable: The Carrera deliberately does not get the Turbo's VTG hardware — Porsche reserved VTG for the 911 Turbo/Turbo S line. The Carrera's turbos are tuned to feel almost naturally aspirated, delivering full torque from ~1,700 rpm. A 991.2 Carrera turbo is a different, smaller unit than a 991 Turbo's BV50 — they are not interchangeable.
Carrera/Carrera 4 Left/Driver Side
Carrera/Carrera 4 Right/Passenger Side
Carrera S/4S Right/Passenger Side
Carrera GTS Right/Passenger Side
Porsche 992 Carrera / Carrera S / GTS — 2020–present US model years
Engine: evolved 3.0-liter twin-turbo flat-six (and, on the new 992.2 GTS, a single larger turbo with an electric exhaust-gas turbocharger as part of the T-Hybrid system — a notable recent development).
Turbocharger: the standard 992 Carrera retains twin fixed-geometry wastegated turbos; exact part numbers vary by year and trim and should be confirmed against the car's tag.
What's notable: The 992.2 GTS's electrically assisted single-turbo hybrid layout is a genuinely new direction and a sign of where Porsche turbocharging is heading — but it is distinct from the twin-turbo Carreras before it. We flag that detailed OEM part numbers for the very newest 992.2 hybrid turbo are not yet broadly cataloged in the aftermarket.
Carrera Base/T/4 Left/Driver Side
Carrera Base/T/4 Right/Passenger Side
Porsche 992 Turbo S — 2021–2024 US model years
The current-generation 911 Turbo S (and the 2025+ 992.2 cars) sit atop the range with a 3.8-liter flat-six making 640 hp, and there is no longer a “base” 911 Turbo.
Turbocharger: Two symmetrical BorgWarner VTG turbochargers with electrically actuated wastegate flaps (stepper-motor controlled). For the first time the two turbos are mirror-imaged so their compressor and turbine wheels rotate in opposite directions. The turbine wheels grew 5 mm to 55 mm and the compressor wheels grew 3 mm to 61 mm; maximum boost is about 1.55 bar.
What's notable: Three modern technologies converge here — VTG, a symmetrical/counter-rotating layout, and electric (not pneumatic) wastegate control. The electric wastegates allow the flaps to open fully on cold start for faster catalyst light-off and give far more precise, faster boost control than the old vacuum systems. This is the state of the art in BorgWarner's gasoline VTG line.
The Modern Porsche Line
Porsche 718 Boxster / Cayman (base 2.0L) — 2017–present US model years
Engine: 2.0-liter turbocharged flat-four (MA2.20), 300 hp.
Turbocharger: A single BorgWarner K04 with a conventional pneumatic (vacuum-actuated) wastegate, cooled by oil and coolant. Verifiable: BorgWarner 5304-970-0324 / 5304-988-0324, Porsche 9A2.123.021.0x family; sold as a genuine OEM BorgWarner K04, with BorgWarner explicitly named as OEM for the MA2 flat-four.
What's notable: It's a fixed-geometry K04 — the same K-family lineage as the classic cars, just modern. No VTG on the base car.
Porsche 718 Boxster S / Cayman S / GTS 2.5 (2.5L) — 2017–present US model years
Engine: 2.5-liter turbocharged flat-four (M12/MA2.25), 350 hp (S) / 365 hp (GTS 2.5).
Turbocharger: A larger single BorgWarner B03V with variable turbine geometry (VTG) and an electronic wastegate actuator. Verifiable: BorgWarner 1855-988-0070 / 1855-998-0070, Porsche 0PC145701 references; sold as genuine OEM BorgWarner B03V for the M12 2.5L.
What's notable: This is a remarkable detail — the 718 S/GTS 2.5 carries VTG technology trickled down from the 911 Turbo, making it one of very few four-cylinder gasoline cars to use a variable-geometry turbo. The base 2.0L (K04) and the 2.5L (B03V VTG) turbos are completely different and not interchangeable — a critical distinction when ordering.
Cayenne Turbo — first generation (955/957) — 2003–2010 US model years
Cayenne Turbo 4.5L V8 (955, 2003–2007; Turbo S 2006): engine M48.50. Turbos: IHI RHF5H — not BorgWarner. The two units carry IHI short-codes VVQ1 (left) and VVQ2 (right), IHI part numbers VD430066 / VD430067, and Porsche numbers in the 948.123.016.xx / 948.123.0x5.xx range.
Cayenne Turbo / Turbo S 4.8L V8 (957, 2008–2010): engine M48.51, 500/550 PS. Turbos: Mitsubishi (MHI) TD04HL, part numbers 49389-003xx (right) / 49389-004xx (left), Porsche 948.123.025.xx / 948.123.026.xx.
Cayenne Turbo — second generation (958) — 2011–2018 US model years
Engine: 4.8L twin-turbo V8. Turbos: Mitsubishi (MHI) TD04HL — same family as the 957, covered by the same 49389- 003xx/004xx and 948.123.025/026.xx numbering outlined above for 2008-2010 models.
Cayenne Diesel – 2013-2016
Engine: 3.0L TDI diesel V6, shared with the VW Touareg and a couple Audi models
Turbo: Garrett GTB2056VS part number 810587-5002S, Porsche part number 958-123-025-20
Panamera Turbo — first generation (970) — 2010–2016 US model years
Engine: 4.8L twin-turbo V8 (M48.70), 500 hp.
Turbos: Mitsubishi (MHI) TD04HL, specifically the TD04HL-18T. Verifiable: Mitsubishi 49389-01510 (right) / 49389- 01610 (left), Porsche 948.123.025.xx (right) / 948.123.026.xx (left).
What's notable: This squarely contradicts the assumption that all Porsche turbos are BorgWarner. The 970 Panamera Turbo and the 4.8L Cayenne ran Mitsubishi units. If you're sourcing turbos for a 2010–2016 Panamera Turbo or a 2008– 2018 Cayenne Turbo 4.8, you want Mitsubishi TD04HL hardware — a genuine BorgWarner part will not fit.
Panamera Turbo (971, 2017+) and Cayenne Turbo (9Y0, 2019+) 4.0L V8
Engine: 4.0-liter twin-turbo "hot-vee" V8 (EA825, shared with Audi RS6/RS7/SQ7/SQ8 and the Lamborghini Urus).
Turbos: BorgWarner B03G — twin-scroll units nestled inside the V (the "hot-vee" layout puts the turbos between the cylinder banks for fast spool and a compact package). Identified via BorgWarner B03G and VW-group numbers 06M145701/702/703/704.
What's notable: With the 4.0L V8, Porsche returned to BorgWarner as OEM. Flag: a clean Porsche-format ("9A7…") OEM number specifically for the 4.0L V8 B03G turbo could not be independently isolated; it's most reliably identified by the BorgWarner B03G designation plus the 06M145701/702/703/704 VW-group numbers. Verify against your vehicle before ordering. (Do not confuse the V8 B03G with the BorgWarner K03 used on the 2.9L V6 — Porsche 9A7-145-701-00 — which is a different engine.)
Macan — 2015–present US model years
Every gasoline Macan Porsche has sold in the US is turbocharged; there is no naturally aspirated gasoline Macan.
The base Macan & Macan T 2.0L four uses a single BorgWarner/VW-group EA888-family turbo.
The single-turbo 3.0L V6 (Macan S) uses the BorgWarner B0CG, shared widely across Audi/VW 3.0L applications.
The 3.6L V6 Macan Turbo (2015–2018) uses twin BorgWarner K03-family turbos (genuine OEM BorgWarner K03, left / right).
Later 2.9L twin-turbo V6 (Macan GTS/Turbo, shared with Panamera/Cayenne and Audi S4/S5/RS5) uses twin BorgWarner K03 units, Porsche 9A7-145-701-00 / 9A7-145-702-00, BorgWarner 5303-988-0xxx family.
What's notable: The Macan's turbos are shared with a huge VW-group parts pool — which generally makes replacements more available and competitively priced than 911-specific units.
Contact us for more knowledgeable help finding the right turbo for your Porsche, or any other european car!