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#15
by
Swartzvw
on 29 Nov, 2011 14:20
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So the vanes stay in the position you set them in? I'm getting more and more intrigued by this idea 
I cant speak for ROR, I believe his are all the way open. I couldnt make much boost at all with mine all the way open. On mine, I have a turnbuckle hooked to my vane lever so I can adjust it by un-doing a nut and screwing a bolt in or out and then tightening the nut back up. I would say mine are roughly half way closed or less. I'm doing the gov mod this weekend so I may need to adjust it again but the turnbuckle makes it pretty easy.
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#16
by
RabbitJockey
on 30 Nov, 2011 04:19
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non working vnt is like having a non vnt turbo.
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#17
by
Alcaid
on 30 Nov, 2011 04:31
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non working vnt is like having a non vnt turbo.
Like a non-vnt turbo without a wastegate actually...
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#18
by
Fredrikkk
on 30 Nov, 2011 04:39
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But then how else can I get a turbo that spools up fast and boost high, AND that lasts longer than a K14?
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#19
by
Alcaid
on 30 Nov, 2011 04:41
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But then how else can I get a turbo that spools up fast and boost high, AND that lasts longer than a K14?
The K14 last forever if treated correctly, 20 years++
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#20
by
Fredrikkk
on 30 Nov, 2011 04:54
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But then how else can I get a turbo that spools up fast and boost high, AND that lasts longer than a K14?
The K14 last forever if treated correctly, 20 years++
Mine lasted six months at 1 bar
Oh well, I have until summer anyways to think it through. I'll probably just end up rebuilding the K24.
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#21
by
Alcaid
on 30 Nov, 2011 05:13
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I ran a K14 for 4 years on 1.1bar, still going strong when i sold it with 260k km on it. Same story with several others. It's when you run them at higher boost than that they wear out faster.
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#22
by
rodpaslow
on 30 Nov, 2011 08:00
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OR, there are several ways on this site where you can control the vanes. On mine I have a cable hooked to the throttle that will close the vanes the more you step on the throttle. However there is a pivot that one end is hooked onto the vane control and the other the cable. (pivot point is centered between these two) There is a second pivot point that is controlled by the boost can.(end of this arm is the pivot of the above control) Below the set boost (with a boost controller to the boost can) the vanes will be closed by the throttle. When boost hits the set point the pivot is moved by the boost can and the vanes in the vnt open. In my setup boost drops slightly at this point as the vanes are mostly open at this point.
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#23
by
R.O.R-2.0
on 30 Nov, 2011 08:28
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So the vanes stay in the position you set them in? I'm getting more and more intrigued by this idea
my vanes are what most people would call "seized"
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#24
by
RabbitJockey
on 30 Nov, 2011 08:44
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i liked the k24 when i had it, it spooled up plenty fast imo and really pulled hard, the only thing i don't like about it is the waste gate design which sucks and is almost guaranteed to seize up at some point, but this seems be a problem for many kkk turbos. as i remember i generally had 20-25psi before 3500 depending on the gear. my dads mk2 has the t3, its hard to compare since its in a different car and he doesn't even have the fuel turned up which dramatically effects spool time, but the t3 definitely pulls harder at higher rpms but seems to spool more slowly, which is easily attributed to the larger turbine housing k24= .30 a/r t3=.36a/r. when you get into the garrett vnt turbos, everything is different, the oe 1.6td stuff is designed in the 70s-early 80s at best, and new vnt stuff is from the 90s, huge difference in technology, the vnt compressor maps generally have a peak efficiency around 78%, and the old 1.6td stuff is 72% maybe? they also flow nearly the same amount with smaller lighter wheels and shafts, even with out the vnt and a standard turbine housing the gt series stuff is an upgrade on spool time. just depends how much u wanna spend and how much work u wanna do.
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#25
by
R.O.R-2.0
on 30 Nov, 2011 08:53
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i liked the k24 when i had it, it spooled up plenty fast imo and really pulled hard, the only thing i don't like about it is the waste gate design which sucks and is almost guaranteed to seize up at some point, but this seems be a problem for many kkk turbos. as i remember i generally had 20-25psi before 3500 depending on the gear. my dads mk2 has the t3, its hard to compare since its in a different car and he doesn't even have the fuel turned up which dramatically effects spool time, but the t3 definitely pulls harder at higher rpms but seems to spool more slowly, which is easily attributed to the larger turbine housing k24= .30 a/r t3=.36a/r. when you get into the garrett vnt turbos, everything is different, the oe 1.6td stuff is designed in the 70s-early 80s at best, and new vnt stuff is from the 90s, huge difference in technology, the vnt compressor maps generally have a peak efficiency around 78%, and the old 1.6td stuff is 72% maybe? they also flow nearly the same amount with smaller lighter wheels and shafts, even with out the vnt and a standard turbine housing the gt series stuff is an upgrade on spool time. just depends how much u wanna spend and how much work u wanna do.
i see boost by 1500rpms, and i see full boost by 3000, maybe a little under..
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#26
by
Fredrikkk
on 30 Nov, 2011 09:47
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I don't think I could ever fab something up to control the vanes.
I really like the K24 when the boost comes on.. I don't have that much fuel as it smokes enough already when not on boost. I have it maxing out at around 1.3 bar right now, and that pulls nicely. It is of course limited by the governor...
For me, being a student now and on a budget, a rebuild of the K24 would be the best thing to do.
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#27
by
R.O.R-2.0
on 30 Nov, 2011 09:52
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I don't think I could ever fab something up to control the vanes.
I really like the K24 when the boost comes on.. I don't have that much fuel as it smokes enough already when not on boost. I have it maxing out at around 1.3 bar right now, and that pulls nicely. It is of course limited by the governor...
For me, being a student now and on a budget, a rebuild of the K24 would be the best thing to do.
well, the only turbo i had was a VNT, so that was my choice..
im a student on a budget too. my car still cost me under $1000 total..
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#28
by
Fredrikkk
on 30 Nov, 2011 09:55
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You're not in Norway though
...I'm not really either; I'm in Poland, but my car is in Norway.
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#29
by
R.O.R-2.0
on 30 Nov, 2011 09:58
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non working vnt is like having a non vnt turbo.
Like a non-vnt turbo without a wastegate actually...
how many other non-VNTs do you know of that will spool @ 1500 revs, and be making full boost by 2800 revs, and still pull till 5500 revs?