senior_squishy

My mistake, I keep getting my two cars mixed up. This one does have something called the combination valve apparently? I guess it sends air from a pump into the cat to produce a false lean condition which.... I guess somehow is an efficiency thing?

Droops83

Is this what you are referring to?


If so, that is a a part of the secondary air injection system, which is kind of like an electronic smog pump. Extra air is pumped into the exhaust manifold after a cold startup to help the catalytic converter warm up faster. That combination valve is attached to the exhaust manifold, and opens to admit air into the exhaust stream after a cold start--- it has no effect on the engine's air/fuel mixture. I would imagine that most of you guys will be eliminating this system altogether, so it will not have any bearing on your setup.

EGR (exhaust gas recirculation) uses a similar-looking valve to divert exhaust gases into the intake manifold during certain condition. The inert exhaust gas displaces fresh air and dilutes the intake charge, which lowers combustion chamber temperatures to reduce oxides of nitrogen (NOx) emissions. No German gasoline engine that I am aware of has had an EGR valve since the early '80s (all diesel engines use EGR, however). Some newer American and Japanese gasoline engines used EGR well into the 2000s, but often as a way to reduce pumping losses during closed-throttle conditions rather than purely for emissions reduction.

A co-worker just picked up an Audi RS3 with the updated version of the 07K 5-cylinder, and made me want to do this swap even more . . . . .

senior_squishy

My 4Runner is a 2001, so that's probably where I got it from. I appreciate the clarification; Remember, some of us are new to the German car world and don't know any better!!

Droops83

No worries---I encounter fellow professional technicians who routinely refer to secondary air injection (SAI) system components as "EGR" and vice versa. It is good to know the difference for your 07K application so you can make informed decisions about what to do with some of the components. vt951, Boost Brothers, et al are producing some amazing components to make this swap doable for many, and we can't give them enough credit for doing so. However, any engine swap involves nitty gritty details about engine management, plumbing, and which subsystems to keep and which to discard, and knowing how the original system works is helpful in such decisions for your application.

I hope to figure out a way to figure out a CA street legal way to join this group!

schip43

Well I've been out of the "smog inspection game for a long time! And really you'd need to check with a BAR,station to ask questions. But in general, you can't put a truck engine in a car. The engine in use has to be "certified" for use in cars in America. And the said motor has to retain all the OEM emissions control hooked up and functional.

And I do believe for the first test, it has to go to BAR and be certified and they'll put a sticker of acceptance on it. So that would not be the time to play around with Standalone Engine Management and such. I think AEM is the only Carb certified standalone and I've head those were crap, but I don't know??

So as long as you do your research first, you'll be fine.Or you know move to Dayton NV, as long as your not burning oil ... they don't give a crap.

hinton

Could also just register the car in Montana like all the super car owners out there

JWebber

Number I keep hearing is 450 ftlb of torque before you start twisting the end of the pinion shaft off .

schip43

Aww well most "Super cars" can pass smog. And you can only get away with "just visiting" for so long if you happen to get stopped and it's by the same officer. And running an out of state plate, makes you more of a target. .

If the OP is gonna stay in CA. It's best to play by the rules. Get it legally certified first and then "play games" if one feels lucky ... (and thinks there smarter than VW!) . I found that whole episode "amusing" myself. But the authorities ... not so much. And goes to show why "Standalone's" are illegal in Ca.

Robstevens

I'm a little under 400.

Robstevens

lawn_mower

Not to clutter this thread, but I'm not sure what you think you're accomplishing by trying to call me out? You're grossly misrepresenting our previous interactions, and you're certainly not making yourself look any better with that weird rant. There are numerous people who share the same feelings about you, I'm not alone in what I said previously. What's really a shame is that you do seem to actually have some really nice and unique ideas for parts, that nobody else is out there making. I hope that you've managed to turn it around since we've stopped dealing with you. It's just been mine and my friends experiences that dealing with you has been less than ideal to say the least.

lawn_mower

How bad was that swap to do/ iron out ? Our 997 race car has lost 2 M97 engines, and we've briefly discussed going the LS swap route.

hinton

I have not done the swap, but I know multiple people that have done it on their 944. We lost our M97 as well due to a spun rod bearing. After all of our research, and due to the LS having some inherent oiling issues as well, we decided to build a modified flat 6. There is no question there are some fantastic LS engines out there, but the additional cost and complexity over the advertised kits as well as the potential for having the same type of issues kept us from pulling the trigger.

Robstevens

So we don't clog this thread, shoot me a pm with any questions and i will endeavor to answer them objectively. At this point my swap is used as a summer daily, so all the kinks are worked out. There are +/- that are relative to the eye of the beholder, but it ticks a lot of boxes. One thing thats bugs me for example, is the roughness and sound of the LS - others think muscle car chop sounds great. Id rather hear the 07k which is why I closely follow this thread.

vt951

Quick updates:

After a few glitches in the welding process for the bellhousings, I think we may finally have it figured out. We found that there was too much heat concentrated around the starter pocket, causing it to pull up about 0.050" in that area. We had to make some small changes to the design, the fixture, and the process to prevent it from warping. Once I get the first one back from the welder today, we will be test fitting in Mike's car.

We're also working on getting an SLA 3d print of the intake manifold to put on Mike's car, so PE can start building the engine harness and getting it running (naturally aspirated). No word yet on delivery date for the cast aluminum prototype, unfortunately.

On the oil pan, I'm trying to meet with the CNC programmer asap to get the first one machined. This will also be going on Mike's car for PE testing.