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Engine · 993-ENG-K16-COMPRESSOR-WHEEL-AL2139-F1-0001

K16 compressor wheel, Al2139 AM F1 iteration

ConceptNot authorised until engineering review

Iteration of the rejected AlSi10Mg F0, with Al2139 AM and blades of variable root-to-tip thickness. The 40.6/60.5 mm diameters and the 6+6 blade count remain the only published geometric facts; the F1 passes three ambient algebraic screens without becoming a functional wheel.

Concept CAD rendering for 993-eng-k16-compressor-wheel-al2139-f1-0001.
Blade-side views of the existing K16 compressor concept. Blade surfaces, hub and shaft interfaces remain unmeasured design hypotheses. Not a photograph, not a render of a manufactured part, not evidence of fit or function.
Concept CAD orthographic views for 993-eng-k16-compressor-wheel-al2139-f1-0001.
Front, side and top views of the same concept CAD. Dimensions describe the model; fit on the car remains unverified.

The design

Vehicle
Porsche 993, 1995–1998
Variants
993 Turbo, K16 right research, M64 60 research
Porsche part numbers
Not recorded
Category
Turbocharger compressor wheel iteration
Geometry basis
Mixed
Preferred process
Laser powder-bed fusion (metal printing)
Other candidate processes
Direct metal laser sintering (metal printing), CNC machining, casting
Material
EOS Aluminium Al2139 AM, M290 60 µm, heat-treated condition, for comparison
Material standard
modified composition of the Aluminum Association Teal Sheet Al2139; program-specific rotor specification to be contracted

Known limits

  • The 40.6/60.5 mm diameters, the 6+6 count and the part numbers remain the only published geometric facts.
  • The 3.0->0.8 and 2.4->0.8 mm thicknesses are synthetic; the CAD approximates them with four radial segments.
  • The 38.49 g CAD mass depends entirely on the F1 and the EOS density, with no comparison to a real K16 wheel.
  • The ambient root ratio of 1.986 is an algebraic improvement over the F0's 0.627, not a certified rotor margin.
  • The 1.5 criterion, Mach 0.9, 1.2x overspeed and all aerothermal conditions remain regression inputs.
  • The 460 MPa value concerns ambient T4 specimens from a TRL 3 process, not HCF or hot burst.
  • The radial-segment blades are not aerodynamic; no map, rotating CFD or housing interface is available.
  • The STEP proves only a readable BREP; it is authorized neither for manufacturing, nor for rotation, nor for a turbo or an engine.

Post-processing it would need

  • Orientation, blade supports and recoater strategy to be qualified
  • EOS single-step heat treatment to be contracted with machine, parameters and coupons
  • HIP to be decided on defects, toughness, HCF and overspeed results
  • Machining of the bore, back face, nose, faces and balancing datums
  • Final profiling and controlled aerodynamic finishing of each blade and fillet
  • Individual balancing then rotor-assembly balancing, spin proof and contained overspeed

What a supplier would have to provide

  • Traceable material set Al2139AM_060_CoreM291_110, machine, software, parameters, powder and lot
  • Oriented coupons with tensile, HCF, toughness, crack growth and defects at rotor temperature
  • Distortion witnesses and capability of the 0.8 mm tips after finishing
  • Full CT before/after machining with defect criteria by zone, and metallography
  • Metrology of profiles, thicknesses, fillets, bore, runouts and polar mass
  • High-speed balancing, spin proof, overspeed, burst and containment before turbo rig testing

Sources