0Q Pure White - journal
05-08-2016, 12:29 PM
#16
Rennlist Member
Thread Starter
You're right, any oil whatsoever in the intake system will lead to some carbon buildup on hot parts. The OEMs have to deliver something that doesn't vent crankcase vapors directly to the atmosphere while also keeping crankcase pressures from building up due to compression and combustion pressures leaking around the piston rings. Also have to prevent ignition sources from making their way to the crankcase vapors in order to prevent inadvertent explosions. A simple example of that is the PCV valve on the valve cover of an older Chevy V8. That PCV valve only serves one purpose, to prevent a backfire in the intake manifold from reaching the vapors in the crankcase. I'm thinking there must be some type of flame arrestor or check valve in the 981 crankcase-to-intake system you removed the tube from? Venting to exhaust would work if you had a check valve like you said, but wouldn't you also need to keep crankcase pressures from building up and depending on exhaust back pressures that check valve might not open to vent the crankcase?
Maybe a check valve wouldn't even be needed if it was routed into the exhaust, as the flow would create a draw;
http://www.audizine.com/forum/showth...V-into-exhaust
The exploding crankcase reminds me of my previous life working as an engineer for a company that made giant 20,000 horsepower engines for pumping natural gas across the US. I was told a story by a co-worker there about a crankcase explosion that blew a refrigerator sized hole in the side of the crankcase and it killed a guy. A misfiring cylinder allowed enough combustible mixture to build up in the crankcase and some ignition source lit it off. Boom. That engine was a V20, twin turbo. The turbos weighed 6,500 lb each, and one connecting rod cap weighed 600 pounds. Intake valves were about 5 inches in diameter, 2 per cylinder. I'm 6'2" and 200 (at the time) and I could easily stand up in a cylinder with the Pistons removed.
But I digress.
Thanks again for the excellent post.:thumbup:
But I digress.
Thanks again for the excellent post.:thumbup:
Last edited by d00d; 10-28-2017 at 10:57 AM.
05-09-2016, 01:45 AM
#17
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Join Date: Jan 2016
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Maybe a check valve wouldn't even be needed if it was routed into the exhaust, as the flow would create a draw;
http://www.audizine.com/forum/showth...V-into-exhaust
http://www.audizine.com/forum/showth...V-into-exhaust
Cooper-Bessemer Z330 (20,000 hp) and W330 (10,000 hp), both run at 330 RPM at full rated power. I'd love to see Leno put one of them in something. They're the size of a 2 bedroom apartment
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05-14-2016, 06:36 PM
#19
Rennlist Member
Thread Starter
935 miles - CEL comes on the second time I start the car after switching to the larger 82mm TB.
_
980 miles - No longer get the CEL when starting the car, so I assume a TB adaptation has taken place.
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980 miles - No longer get the CEL when starting the car, so I assume a TB adaptation has taken place.
Last edited by d00d; 10-28-2017 at 10:57 AM.
05-14-2016, 08:56 PM
#21
Rennlist Member
Thread Starter
Not sure I feel the difference, but knowing it's no longer dumbed down compared to the 991 makes it worth it to me.
Last edited by d00d; 10-28-2017 at 10:58 AM.
05-15-2016, 04:34 AM
#22
Instructor
05-15-2016, 10:30 AM
#23
Rennlist Member
Thread Starter
Here's a dynamometer comparison on the 3.4L;
http://ipdplenums.com/news/dyno-prod...ster-dyno-test
http://ipdplenums.com/news/dyno-prod...ster-dyno-test
Last edited by d00d; 10-28-2017 at 10:58 AM.
05-15-2016, 11:29 AM
#24
Race Director
d00d- I spoke to the Head Mechanic at me dealership.They said they can do the Install on the upgraded IPD. When they do this what precisely do I need to tell them to do so the TB will adapt. Do I need to tell them to get into the ECU and make some adjustments. This part does not seem to be clear to me.
05-15-2016, 11:42 AM
#25
Rennlist Member
Thread Starter
I did the install myself and didn't do any PIWIS II adaptation.
Maybe there is an adaptation routine built into the ECU that is automatically triggered, or perhaps the procedure in IPD's 987 install document that I followed was applicable.
Depending on the car it could stumble and run erratic before an adaptation, but I didn't experience that.
Someone posted that COBB now has a GT4 tune that either prevents the CEL aor fixes the non Sport button high RPM off throttle hang.
987.2_DFI_Installation_Guide.pdf
Maybe there is an adaptation routine built into the ECU that is automatically triggered, or perhaps the procedure in IPD's 987 install document that I followed was applicable.
Depending on the car it could stumble and run erratic before an adaptation, but I didn't experience that.
Someone posted that COBB now has a GT4 tune that either prevents the CEL aor fixes the non Sport button high RPM off throttle hang.
987.2_DFI_Installation_Guide.pdf
Last edited by d00d; 10-28-2017 at 10:58 AM.
05-15-2016, 02:04 PM
#26
Burning Brakes
Have you told your dealer about the PCV mod? Do they care, or did they mention a possible impact on your warranty? Or do you not care?
Last edited by Ferrarisimo; 05-15-2016 at 08:35 PM.
05-15-2016, 08:00 PM
#27
Rennlist Member
Thread Starter
I don't see how VTA could negatively impact the warranty, unless having clean valves is somehow looked at as taking away cleaning service revenue.
Last edited by d00d; 10-28-2017 at 10:59 AM.
05-16-2016, 08:21 PM
#28
(I have the IPD Plenum and 82mm throttle body, but with a cobb Accessport tune.)
05-17-2016, 08:12 AM
#29
Rennlist Member
Thread Starter
I didn't reset the CEL, it just went away after maybe two drive cycles.
Didn't you mention in another thread that there's a COBB v102 tune that takes care of the CEL so it doesn't need to be reset?
Checked their site but didn't see it, maybe it's beta.
Didn't you mention in another thread that there's a COBB v102 tune that takes care of the CEL so it doesn't need to be reset?
Checked their site but didn't see it, maybe it's beta.
Last edited by d00d; 10-28-2017 at 10:59 AM.
