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Engine · 993-ENG-K16-COMPRESSOR-WHEEL-ALSI10MG-F0-0001

993 K16 compressor wheel, F0 AlSi10Mg LPBF concept

ConceptNot authorised until engineering review

Independent concept of an AlSi10Mg compressor wheel with six main blades and six straight splitters. Only the inducer/exducer diameters, the 6+6 count and the supplier part numbers are published; the hub, the bore and all aerodynamic surfaces remain F0 hypotheses.

Concept CAD rendering for 993-eng-k16-compressor-wheel-alsi10mg-f0-0001.
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-alsi10mg-f0-0001.
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
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 AlSi10Mg, screening; alloy and process of the BorgWarner wheel not published
Material standard
DIN EN 1706 / ASTM F3318 for the powder and a program-specific rotor specification to be contracted

Known limits

  • Only the 40.6 mm, 60.5 mm, six main blades, six splitters and the part numbers come from the supplier page.
  • The 3 mm disk, 18 mm height, 6 mm bore, the hub and all the straight blades are synthetic.
  • The 32.70 g STEP is not comparable to a real K16 wheel; the 4.22 ratio uses a theoretical envelope cylinder, not an industrial blank.
  • The 103,464 rpm speed is derived from Mach 0.9 at 330 K, not measured on the K16.
  • The 3.6 l, 5,750 rpm, VE 0.95, PR 1.8 and 0.72 efficiency point is a regression case without a compressor map.
  • The main blade reaches 390.9 MPa in the overspeed screen, a ratio of 0.63 against the ambient limit: the F0 design fails.
  • The disk/blade models ignore real shape, fillets, bore, preload, defects, HCF, rotor dynamics, contact and containment.
  • The EOS values are ambient comparisons, not allowables for a printed AlSi10Mg rotor.
  • The STEP proves only a readable twelve-blade 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
  • Stress relief and heat treatment qualified for machine, parameters and rotor fatigue
  • HIP to be decided on defects, toughness and overspeed results
  • Machining of the bore, back face, nose, faces and balancing datums
  • Deburring 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 powder, machine, parameters, orientation, lot and recycling
  • Oriented coupons with tensile, HCF, toughness, crack growth and defects at temperature
  • Distortion simulation and witnesses for blades, exducer, hub and bore
  • Full CT before and after machining, 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 validation before turbo rig testing

Sources