no, just put in a 5 liter. I can buld one up for you .

is there oil in the head problem with the 2 valvers?

I never saw it

 

I quess the oil starvation problem is w/ 4v heads not 16v engines.

So does that mean if you had custom cams for a 16v engine and wanted to raise the rpms there wouldn't be oil problems, or tracking a 16v motor will not have the same issues as a 4v engine?

 

Keeping in mind that the car was in Sharktuning mode on the way up, with the oxy sensor ignored and I suspect no 'cruise' map, that's a great average number. I suspect that, with everything connected and no serious throat-clearing on the way back south, it was in the 20ish MPG range. Noticed also that the non-APCD blend we picked up in Salinas gave noticeably better mileage than the metro gas we picked up in Morgan Hill on Friday afternoon.

 

Same "impossible" on our jaunt. 65 Would give you a case of the nervous shakes, maybe a punched-in rear bumper, and a whole lot of pissed-off drivers wondering why you weren't going at least 80 since you were in the slow lane.

I think we saw one moving black-and-white on 5 from where we joined it north of Taft to the 152 junction. He was going the other way, and was pinging at full power as he cruised. You'd have to be blind in one eye, stupid and deaf (same as 'no radar detector') to miss him. Traffic north was moving at a comfort speed for most folks, albeit maybe 30 MPH slower than 928 comfortable-cruise velocity.

 

I agree with Kibort about a "euro 5.0L"....thats the most cost effective way to get 300whp out of an OB 16V.....(not boost).....just install the OB pan thats already there + a 3/8th spacer and you will be fine! 48 hours and counting using that setup!

 

The 4.7 Euro S with the bigger cams wanted to rev higher. If fitted with a USA ignition rotor they have no rev limiter so very easy to overrev...... and that combination cause a number of 16 v engines to fail when tracked on sticky tires by an experienced driver. The hybrid 5 liter 16 valves with race cams also have had issues over the years for MOST who ran them. That said the old very brown 1980 has untold hours and miles on the track and is still in one piece even though I often see the oil pressure wiggle in hard corners ! But it is stock and on small tires due to the class I run it in. I would not however be shocked if it blew up at any moment. I have another engine in the garage.......

 

Jim Jim Jim
this is why it WON'T blow up.....

 

Kevin and Greg,

This discussion has been very helpful! Thanks. However, it is tough to follow all of this (my reading comprehension goes down after 5pm).

 

Brief data point- After a couple of months of typical street use, I checked the Provent yesterday to see how the filter and return lines were fairing, to make sure it isn't being overwhelmed. (A Provent 200 is only rated for engines up to 335 hp). Looks like it's working fine.

Plenty of oil getting pushed through the breathers:






Still nothing in the return lines to the MAF elbow:

 

That black braided line looks so friggen good.

 

If it were red, he would have more horsepower....

 

So is there some thinking that the Provent is unnecessary with the new oiling mods? Doesn't look like it is doing anything.

 

On the contrary, the Provent is definitely necessary- the pic I posted is a bit overexposed, and the oil is only 2000 miles old, so it's still pale gold and you don't really see the oil on/in the filter material. The entire filter element is wet, and the bottom of the Provent canister is wet with oil. You can see it dripping off the bottom of the filter insert in the 2nd pic.

The scavenge pump is only circulating liquid oil and vapor from the heads back to the crankcase- any crankcase pressure and windage is still relieved by the breathers to the Provent. Without the Provent you'd still be dumping all that oil vapor into the intake.

 

I had multiple goals, when I started this whole project. One of them was to eliminate any oil returning into the intake system. DR worked on using the Provent and seemed to have success with it separating the excess oil from the vents....I just moved the Provent to a different spot and returned the excess oil from the bottom of it a different way.

Burning even small amounts of oil really messes with the available octane from the fuel......and our fuel is so crappy, I didn't think we could afford to loose much more. Plus that, the oil "sitting" in the bottom of the intake seems to get ingested in "big unpredicable gulps"....which can really "mess" with the tuning.

 

Every S4+ intake I ever worked on had oil in the bottom of the throttle body....a little puddle maybe .5mm deep.....

It seems the 16V's don't ingest-fill heads as much...but I did recently see a Euro that produced smoke screens as high rpm!

Keeping oil out of the intake was a major goal when I built the Estate (no budget) racer....so I capped ALL the lines from oil to intake & vented the oil filler through a K&N to atmosphere.... Initially I was concerned about crankcase pressure blowing off the K&N and making a mess (or fire)....but it seems to be working just fine....

It would be very interesting to see what types of pressure or vacuum I get at this point....hmm...might have to test that