AO

Damn I can't wait to join the boost club. DR, you listening?

BrianG

Is anyone here actually using PCV with their supercharger (TS or CS)? Or is everyone just venting to atmosphere?

If you are simply venting to atmosphere, are you allowing any air into the crankcase? From?

If you are using PCV, where are you taking inlet air from, and where are you dumping to?

cfc928gt

Where did you get that itty bitty teeny weeny pulley? Andy!?!

Tony

Got it from Kennebell a year or so ago.
DR can get you them easily now, thats where i got my last one

Tony

Well, after a few attempts to try and get my belt tight using the small pulley(2"), i decided to change back to the "middle" pulley this AM and used my original belt. Luckily, i had just enough adjustment left in my original belt from the 2.6" pulley to be useful on the 2.35" pulley.

I just came back from a quick test drive .
No slipage..no dust and as you can see the boost gauge hits 11psi.

I happy with it and im also a wee bit apprehensive, see what happens over time and this summer? My guess now is a 2.45ish pulley would be about perfect. and give me 9-10psi. I may pick that size up from DR shortly. Either way, for a reference, you now know what this pulley combo will give you on an S4 Auto. I had my data logger running so i will check that shortly. I did several 60-100 runs in 3rd gear and it is noticable quicker.
In a way im glad my belt was slipping with that 2" pulley...i was only seing an instant peak of 9 psi then rapidly dropping to 7 (see earlier post). My guess is if the belt were to fully grip on the 2" pulley it would have hit 14psi...

With the pulley i have now it hits 11 and stays there. To say the car moves out is an understatement. As ive said many times, it really wakes up the auto, but i cant imagine the accleration and banging through the gears in a 5spd!
Perhaps a dyno and a drag run at the end of the week.

Below i added the data log. I would tend to trust the actual picture of the boost gauge over the data log. The gauge seems to be only +- .5 psi i woudl say in accuracy . I need to go back and recalibrate a few things i think in the data logger against some "standards".
The logger is showing 2psi low..the fuel pressure is low as is the rpm by appx 300.
The AFR however is to the nats *** as you really cant mess with the set up paramters of it.
HTH

Tony

I vent to the atmosphere, if that helps at all? But i think i could easily dump it back into the air intake for street use.
I think DR has the most dialed in set up in that regards.

below are some pics i have taken over time..perhaps yove seen them already?
The bottom of my seperator doesnt drain to the oil pan as seen in the schematic...no need to at this point, nothing really comes out! The drains sits down by my driver door.
Biggest concern i think is having enough flow capability in the lines...would you rather vent through 1/4 straw or a garden hose for exmaple...and...creating enoughpoints/turns to cause any oil vapor residue to drop out of suspension. What ive done seems to be working fine for street use. Sloshing around on sweeping turns on the track may be differnt?
HTH

BC

Enough air to show 11 psi tony - thats great. A dyno run would really help out the info archive. I don't think anybody else has done 11psi. You should be well over 500 shouldn't you?

Carl Fausett

On our 32v kits, we run thru an external oil seperator, return the oil to the motor, and vent the gas to atmosphere.

On the 16v kits, we enhance the existing oil separator so it works better, return the oil to the motor, and vent into the intake tubing in a low pressure area. That allows us to draw from the crankcase... have not been able to pull a vacuum on a SC'd 928 yet in the oil pan - but we do get close. Lower pressure (ideally, a vacuum) in the oil pan greatly improves the ability of the rings to seal. Positive cranckcase pressure actually lifts the rings off the cylinder walls and exacerbates the problem...

Darien

SWEET!! What gear was you in when you took the pic?

I guess we now know the difference between the 2.2 and the 2.0 Auto-rotors with the same pulley I'm fine with 10psi Definately need to dyno.

BrianG

No issues with running crankcase vapour throught the MAF?

BC

NO MAF on the cars Carl is talking about. 16V kits he sells work with CIS and L-Jet (barn door)

bd0nalds0n

Don't the breathers on the S4 run into the airbox normally? If so, that's ahead of the MAF, so lots of cars are already running oil vapor through the MAF.

I think the bigger fear on an SC application is that oil is low octane, and by running the breathers to atmosphere rather than recycling is some insurance against detonation.

BC

I think it goes in after the MAF. Into the rubber elbow before the Throttle body.

Tony

Lags and Murph have many times i believe, thats how they got over 525 and 550rwhp.
Thats also why i know this is my limit and im asking for it.. No more on this engine. After i dyno and run a 1/4mi or two i may back it down a bit? easier said than done
I dont think i will be at 500rwhp, as the TS takes more power to drive it than the CS or obviously the turbo. (quiet Herr Kuhn ) Ive added and Xpipe from Mr Lomas at Motorsport since the last dyno so i know my power has gone up...it got me an exrta 1/10th in the 1/4mile
With the added boost, i can definitely feel it. Night and day.

3rd gear Darien. start at 60 mph and go. Ive got .2 Litre on you but you have better cams.

BC

By all means. Murph is at 14 now I think. I was speaking of the people who have the TS systems. You are out in front I think.

Nah. Keep it here. Thats what the second engine is for! You obviously have a good handle on the engine dynamics, and you always know whats going on. Add more methanol with the maf-voltage input for snow performance, and maybe go a bit higher, or add saftey margin to this number. You already know you weren't getting more power with the spray, but you are adding headroom.
And people concern themselves with alcohol and Heiroin as addictions. Hah! Maybe 460 or so then.

The 85/86 cams reduce the dynamic compression ratio a bit, and will improve higher-rpm breathing. That could be a way to safely do it on this current engine of yours - maybe 13psi or so. Cometic gaskets while you are in there. And more methanol.
I will get my 85/86 cams back from Elgin soon hopefully, and they will have been changed to work in my 89( or any 87+) heads as Kibort did.

Honestly, a daily driver can't be the "lets see what happens" car and I know what you mean. I do think 11psi is perfectly reasonable with what you have done and how it has been put together.

But this summer - Methanol is your friend.