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I was working on/repairing a set of RUF 550 K24's.. I thought that some of you would like to see the components and balancing process.
Ultimate Motorwerks over the years has acquired different balancing machines over the years. During the build process I typically have to visit 3 or 4 different balancing machines to get the results that I seek.
Since the turbocharger manufacturers have developed variable vane/nozzle turbine systems. High speed VSR balancers are required. My machine can balance to over 300K RPM's.
I first seen the production VSR (vibration sorting rig) at the Borg Warner factory in 1998. John Deere TO4's were on the production line. I was able to obtain mine a few years ago.
I balance the turbine wheel and compressor wheel in two operations, then assemble the rotating assy and balance them at low speed (two plane).
Variable nozzle turbine/turbochargers go to a mid speed balancing operation and then the High Speed balancer..
The above picture is one of my reference K24's. I must note that every turbocharger has to have a female nozzle ring and mounting plate/tooling manufactured.
It's required to sent new and old turbocharger cartridges to the manufacturer in Europe to design and build the tooling. Recently I sent the K27/7006 and 991 GT2RS cartridges.
Compressed air is directed to the turbine wheel. Air will hit the vane tips 360 degrees around the turbine wheel.
The cartridge has 4 bars of 40C engine oil. The pressurized bearing housings allows me to verify that the sealing rings have seated.
The below picture is of a 996TT RUF 550R K24/26 or K24 Hybrid.
The above pictures is the balanced RUF 550 K24/26
I am running these K24's to over 135K RPM's. You will see it on the screen shortly.
To obtain these results I have a 300 gallon receiver tank at 150 psi
The below videos will show the out of balance across the RPM range. You can see the Red Dot, it a computational sum of unbalance.
I can also move a vertical curser across the RPM graph to pinpoint the high areas to grind if needed.
I have two sets of K24 cores available for hybrid builds.
For those that want to minimize lag I have designed and machined K16 turbine housings to accept any of the K24 cartridge assemblies.
The drive pressures are reduced due to the larger diameter K24 wheel and larger exducer blade depth enlarges the throat. Porting must be done
to increase the volume of the K16 turbine housing.
If interested in any of these K24 hybrid or K16/K24 turbine hybrid builds please email me.
It's hard for me to tell which parts are spinning. Obviously the housing is held still for oil feed but is the black cylinder to the right that goes around the compressor also spinning?
onyxeros, I have attached a picture showing a K24 turbine wheel placed in the air drive nozzle. The oval hole in the aluminum ring allows the high volume of air
to be directed to the turbine wheel blade tips. This in turn will spin the turbine wheel to desired RPM's..
The black aluminum housing covers the compressor wheel for a safety containment shield.
Sorry if I missed it, but what is the difference between the K24 and the RUF550? How does the RUF550 compare with newer technology, Xonas?
I had the RUF K24/26 turbos years ago on my 550 Rturbo. They were great turbos 20 years ago but any of the K24 or K16 stuff no matter how fancy you make it is still 30+ year old technology today. There is simply no comparison to the new generation off the shelf Xona turbos which give you the same or better spool with nearly double the top end. The best analogy is comparing a Blackberry to an iPhone 15.
Last edited by powdrhound; 08-13-2024 at 03:58 PM.
this also may be good for the guys that just want to rebuild their stock turbos to a little bit of 'oem+'. No doubt the newer stuff is better but does it bolt on as easily as a stock housing hybrid? I am genuinely curious.
I had the RUF K24/26 turbos years ago on my 550 Rturbo. They were great turbos 20 years ago but any of the K24 or K16 stuff no matter how fancy you make it is still 30+ year old technology today. There is simply no comparison to the new generation off the shelf Xona turbos which give you the same or better spool with nearly double the top end. The best analogy is comparing a Blackberry to an iPhone 15.
I think that is a fair assessment, however, it is really cool that someone is taking the time to not only keep the dream alive for those that won't go Xona, but do the rebuild properly.
this also may be good for the guys that just want to rebuild their stock turbos to a little bit of 'oem+'. No doubt the newer stuff is better but does it bolt on as easily as a stock housing hybrid? I am genuinely curious.
The Xona 1000 with the 60mm inlets are a direct bolt on no different from a K16 or K24. The only difference is adding the water cooling lines which is very simple on the difficulty scale for anyone moderately handy with basic auto maintenance.
I think that is a fair assessment, however, it is really cool that someone is taking the time to not only keep the dream alive for those that won't go Xona, but do the rebuild properly.
For sure it's great there is still support for the K16 / K24 turbos today.
08-13-2024, 04:36 AM
Ultimate Motorwerks K24 build/testing process
