GregBBRD

This kit represents a rethinking of the basis for excess oil consumption in the stock 32V 928 engine. The final product not only addresses this problem, but also solves several other “limitations” found in the stock 928 engine. It is extremely extensive, and is not the simple addition of a filter and a few hoses, but is instead a complete redesign of the entire ventilation system.

Benefits of the 928 Street Crankcase Ventilation Kit:

-Elimination of oil which is both pushed and sucked into the intake system

-Significantly better oil return from heads to crankcase, reducing oil starvation problems

-Significantly reduced oil consumption

-Reduced “pre-ignition” issues

-Increased ventilation of crankcase, reducing crankcase pressure

-Significantly better venting of the cylinder head area

-Reduced operation of knock sensors-Reduced engine emissions

-Increased performance and increased performance potential

When we set out to get rid of the large amounts of oil that gets forced from the valve cover vents into the intake system, we had no idea how complex the problem was. By studying the different model years of the 32 valve engine, it became very obvious that Porsche struggled significantly with this problem. For many years, we erroneously assumed that Porsche had solved this problem with the introduction of the GTS engine.

In reflection of the changes made on the GTS models, it becomes apparent that Porsche didn’t solve the problem, at all, but made it worse!


There are two versions of this kit: One for the 1987 to 1992 engines (928VK-2) and one for the 1993 to 1995 GTS engines (928VK-1). (Please note that the pictures of the kits do not show all of the pieces included in the kit. Some of the pieces are so proprietary that we simply do not desire to not show them!)

Additionally, either kit can be ordered with or without the Mann “Provent 200” filter and Mann's check valve assembly, for those owners that already have these pieces. We will supply our mounting bracket for the Provent 200 assembly, so that our hoses and pieces will fit with your filter.

Installation requires removal and modification of your valve covers. While intake removal is not mandatory, it is highly recommended. While installation is not difficult, there are a significant amount of changes that are required and general knowledge of 928 engine assembly will be beneficial.

One of the major goals that we had, in developing this kit, was that it needed to appear completely stock, not a conglomeration of pieces from the plumbing department at Home Depot. The final product blends seamlessly into the existing engine compartment …almost as if Porsche had designed it for use on a 1996 928 model!

KIT CONTENTS:

928VK-1 Ventilation Kit for 928 models 1993 to 1995 (or for earlier engines already equipped with the 1993 “updated” oil filler neck and with valve cover hose running from right to left valve cover.)




928VK-2 Ventilation Kit for 928 models 1987 to 1992.





928VK-1 (including a Mann-Hummel ProVent 200): $1495 plus shipping to your locale.

928VK-2 (including a Mann-Hummel ProVent 200): is $1695plus shipping to your locale.

Subtract $250 for either kit without a ProVent 200 and Mann check valve.




Picture of complete system installed on one of our 6.5 Liter Stroker Engines.

ShawnSmith

Nice!

Livio928

Does this reduce the possibility of RBF? Is it still beneficial to get a pan spacer along with this kit? I already have the Provent, which helped with oil in the intake. I think this brings it to the next level. When is this kit available?

Ed Scherer

Greg, when I did my intake refresh and powder coated all sorts of stuff a couple of years ago on my '90 S4, I also put elbows on all four valve cover breather ports in anticipation of something like this (and the rear left side one is capped right now). Would I still need to remove the valve covers for anything? And I've got GTS-style breathing (hose from left to right cover, GTS oil filler neck). Where does that leave me if I wanted to get your 928VK-1 kit? (I'm hoping I'd have an extra easy installation.)

I've also got the oil filler block-off plate installed already, so I'm hoping you can modify the kit a bit for those of us who already have some of the bits installed.

Great to see these kits available!

GregBBRD

I guess I'm not sure what a "RBF" is.

These pieces are designed to solve several issues with the 928 engine and will certainly "solve" most of the oil issues on "street" driven vehicles. Vehicles that are used for any kind of DE events will benefit from other changes, which I have pieces for, also.

I'm currently shipping ventilation kits. I have 4 or 5 kits, in this "batch" unspoken for. However, now that all of the details and testing are worked out, more kits are just a matter of making more pieces.

GregBBRD

I'm going to know a more details about what you installed.

These pieces (again, not all of which are pictured, nor are several very important details of some of the pieces shown) are the result of virtually two continuous years of making pieces and testing them on various engine configurations. I considered never letting any of these pieces "out of my shop" unless I installed them on an engine, but that doesn't help out people that are not local to me....like you.

Because of the proprietary nature of some of these pieces, we really need to talk about this in private emails, from here.

Ducman82

anything for the 16v crowd.... :-P

Great work Dr. Brown....

17prospective buyer

Rear Bearing Failure maybe?

namasgt

RBF = Rod bearing failure. As in #2 and #6 bearing...

Livio928

Yes, 17prospective buyer and naasgt. RBF = #6 Rod bearing failure. Need new piston and new crank shaft + scored cylinder wall. I want to minimize this from happening again without going to a dry sump.

GregBBRD

One of the things that this kit does is reduce crankcase pressure, which allows the oil to return quicker from the cylinder heads and thus allows more oil to be in the sump, not trapped in the heads. This kit should be adequate for almost all street driven vehicles, in the US.

Any vehicle that is used for "extended" periods of time at higher rpms will need additional "modifications". This includes DE events, pure track use, open road racing, and use on "Autobaun style roads".

There are two "levels" of pieces for these vehicles, that I offer, before using a "pure dry sump" system. Which level you need, is totally dependant on how many rpms you are turning/plan to turn and for how long you are going to be turning these rpms.

For DE events with stock style tires most vehicles will "get by" with a pan spacer/windage tray/modified pick-up system. We "add" these pieces to virtually every engine we rebuild, at a minimum. This system may also be adequate for use in some classes of open road racing and on some "Autobaun style" roads (again dependant on how many rpms you are turning and for how long. If you are using this system, my new "Ventilation Kit" is highly recommended.

For engines that are going to be run over 5,000 rpms for any kind of extended periods of time, I also make an "cylinder head oil removal system"....which actively removes oil from the heads and returns it to the crankcase. This system comes with its own "ventilation system", as a part of that kit and my new "Ventilation Kit" would be redundant. This system is virtually as expensive as a dry sump system, since it uses virtually the same pieces, sans the "oil tank", which is a bit problematic to locate in a street vehicle.

Regardless of what you do to the oiling/breather system (including dry sumping the engine) these engines suffer from rod bearing failure, when used at higher rpms...especially when they are "tuned". The connecting rod bearings that Porsche offers are extremely soft and very prone to "pounding" out. If you "see" more than 75 knocks in a 10,000 knock cycle test (using the Bosch Hammer) you are going to have rod bearing "problems".....guaranteed. If you are planning on building an engine that eliminates this problem, you will need to consider my custom cranks and custom rod sets, which use rod bearings that are much harder (for performance use). These cranks and rods are available in standard 5.0 and 5.4 liter strokes, as well as strokes for 6.5 liter engines. Lighter, stiffer, with smaller diameter, harder, rod bearings, these cranks are designed to solve many problems with the 928 engine.

Herman K

Very nice work

IcemanG17

great product as always......

SQLGuy

Looks interesting....

But... it's autobahn. Or am I missing some joke/pun?

GregBBRD

No joke. Sorry. I'm just a dumb mechanic trying to improve 928's.

Correct spelling and grammar are more by accident than on purpose....