How do you know it was not EGT related, did they have an EGT gauge or not?
The failures I know of were rod bearings wearing out quickly (<30,000 miles), broken main saddles, tossed rods and one case of a broken crankshaft. I know that EGT gauges were installed on most but am not sure/do not recall if that was the case for all of them.
By the way, Giles responded to my email just now. . .
sounds like this turbo is too big for you...
Unfortunately I agree with Giles. IMO, a lack of understanding about the Vanagon application resulted in bad advice when you were turbo shopping and the whole situation now sucks considering the amount of money and labor that has gone into a disappointing result.
libby, as I know you were well in the conversation during my turbo selection and provided plenty of advice (which I didn't heed), I can appreciate your current stance. I do need to clarify though, I am not disappointed in the HE200, just going through a learning curve
. I'm fairly confident I can work this out with the assistance of this forum.
It's hard to communicate what is going on with text and emoticons - I may have made things sound worse than they are. Let me try to provide a bit more clarity using 20-20 hindsight. . .
- The old K-14 I rebuilt (including a 360 bearing) was pumping oil into my custom IC from the compressor. I worked on three different drain configurations until I made a 6 o'clock drain with sweeping curves and zero line restrictions - no change. The engine felt like it just wasn't getting enough air.
- Assuming the turbo was toast (and not producing "quality" air, I figured I had only two choices - install a used VNT17 and mess with the linkage for many untold weekends, or purchase a brand new (somewhat proven) HE200 and go from there.
- The Cummins specs were very specific on the size of the drain line (larger than I had) and that's when I found the PO's crappy restriction at the pan fitting (Darn!). I had already built an elaborate adapter and tweaked the center section of the new turbo to drain at 6 - no returning it now. So, I made a new drain port in the pan for the Holset and installed it (no oil in the compressor anymore BTW).
As it stands now. . .
I recently found a nearly 1-1/4" restriction in my 2-1/2" exhaust system. Possibly that was the only issue I had with the K-14 besides the crappy drain at the pan - I'll never know. they are both fixed now.
The HE200 is a far better than the K-14 in every respect save the lag at low RPM.
As for the K-14, it was pretty much tapped out at 15 PSI and the charge temps were higher than the IC could control. Air temps were running 212F at 90 ambient. I tossed the custom IC (which was quite sad) and installed a FB unit - it was better but still way too hot. Boost from the 14 ran at 10-12 at 65 mph and as mentioned - mostly hot, worthless air as well.
The HE200 runs at 7-8 at 65 and much much cooler (useable) air.
Both turbos would move the brick up a grade but the Holset has lowered the EGT's substantially from the 14. Obviously They still peak if I keep my foot in it but it seems that's just energy required and I'll get used to it. If I can, I'll find a way to increase boost without adding fuel. Theman's ride is certainly lighter and more aerodynamic and no, I don't want that much smoke. However, his build does show that high boost can be made without high EGT's and I find inspiration in that.
If I can't figure it out, I'm still better off now than I was with the K-14
As for the low end boost, after turning a few screws, I am now making very close to what I had with the k-14 . Once my new return hose arrives, I'll tweak the smoke screw a tad and I'm good. Besides, it's nice to know the turbo I have is new, not working hard at all, and has capacity to spare
Big thanks again to all - this ain't over!
Jim
