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Member Since 10 Oct 2013
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Posts I've Made

In Topic: Project Starlet. Andrew

18 October 2017 - 08:00 PM

Ok data logs have been run.


larger 6cm                              smaller 4cm

Full 10 psi    3500                          3185           Roughly 300 Rpm difference


Once again the runs were performed from 1800 rpm flat to the floor in 3rd gear @ 10 psi


These runs were done using a GFB atomic bleed valve so its about the slowest way to get to full boost . An electronic boost controller keeping the gate shut for longer would achieve quicker spool up for sure.


It does feel a little better up top and may even take a bit more timing advance due to the less back pressure but unfortunately im not in the position to compare tuned dyno runs back to back.

So Im happy with that for now.


Ive decided to remove some of the above acceleration information as its not accurate. Each run was done with a different diff ratio . I should have done data logs the day before I removed the 4cm , Same tune same diff ratio ect.

In Topic: Project Starlet. Andrew

18 October 2017 - 05:39 PM

This afternoon I found the motivation to pull the front bar, intercooler and turbo off. To replace the 4cm turbine housing with the bigger 6cm one that TD04L's come with originally.


So no more special hybrid Andrew creation turbos here ... just plain old TD04L/5E like everyone else.


Ive taken it for a spin and it really doesn't seem too much different (as in lag)....the exhaust note seems slightly louder perhaps ( a good thing ) and it seemingly wants to rev out smoother like its less restricted... wich it would be, going to a bigger housing.  Flow you bastard flow !!!!!    Ill see if I can get in some data logs tonight and add them to the chart.


I did take a pic but it came out really bad sooo... no pics. 

In Topic: Project Starlet. Andrew

18 October 2017 - 06:27 AM

The second ( Under boost conditions ) catch can install is now complete. I had to weld in a fitting on the turbo intake elbow for the hose to go onto.




A simple bracket had it mounted neatly in the corner.


In Topic: Project Starlet. Andrew

16 October 2017 - 07:53 PM

I found this article about PCV operation rather interesting. I was never aware of the low vacuum hi flow of the PCV valve before.

First under high vacuum, such as idling or engine braking, the
plunger inside the valve is fully opened from the high vacuum in the
intake manifold.  This restricts the amount of air pulled from the
crankcase into the manifold, as under these conditions blow-by is quite
low.  If the vacuum is high enough, and blow-by low enough, fresh air
from the intake tract may come into the valve cover, and the crankcase. 

Next we see a cruising condition.  When cruising at mid load, there
is not as much vacuum from the manifold, but blow-by is more prominent.
 The plunger inside the valve is pulled open to a middle position.  The
middle position of this valve allows a larger flow area than the fully
open position.  This allows the additional blow-by gases to escape into
the manifold, despite having lower vacuum to pull them.

Lastly we see a no vacuum condition, an intake backfire or boost,
where the valve closes to prevent additional pressure from entering the
crankcase.  With a closed PCV valve, the valve cover to intake tract is
the main means of evacuating blow-by under boost conditions.  Under
boost is when the most blow-by can occur, so it has to be evacuated from
the crankcase efficiently to avoid excess crankcase pressure.  The
intake helps evacuate blow-by gasses by pulling a slight vacuum on the
crankcase.  Since the PCV valve is closed on the other end of the
system, there is no fresh air source.  This is generally enough to
properly evacuate the crankcase of blow-by. 

By now, you hopefully understand the importance of the PCV system,
and how the pieces work together to keep crankcase pressures under
control under all conditions the OEM designed for.  However, this system
isn’t perfect.

The most common concern with a PCV system is that the blow-by gases
that come out of the crankcase, and into the intake side of your engine,
have entrained oil that comes along with them.  This oil can coat
intakes, intercoolers, even valves with oil buildup.  It can lead to
loss of efficiency, power, or even reliability, among other things. A
solution to this is to add in a filter, or a means to further separate
the entrained oil in the blow-by.  This is where an oil catch can comes
into play, as an OCC is a means of filtering. 

Another concern is increased crankcase pressure from engine
modifications, and tuning.  Tuned cars running higher than stock boost
levels will see an increase in cylinder pressures, and more blow-by
because of it.  This leads to higher crankcase pressure, and this added
flow may be more than the OEM PCV system can relieve.  If you’ve ever
seen a dipstick pop out, and spew engine oil all over an engine bay,
it’s because the excess crankcase pressure was not allowed to evacuate
fast enough.  Excess crankcase pressure can also harm performance, and
engine efficiency.  With lower crankcase pressure you prevent oil from
pushing past the rings making it’s way into the combustion chamber. This
makes for a cleaner, more efficient air and fuel burn.  

In contrast from crankcase pressure, you also do not want is excess
vacuum on the crankcase, as excess crankcase vacuum can be harmful to
your engine.  This vacuum can pull oil away from important components
such as the oil control rings, piston wrist pins, and even the camshaft
oiling surfaces.  Instead of blowing out seals with excess pressure,
excess vacuum can pull on seals like the rear main and front crankshaft
seals, causing leaks.  This is why incorporating a PCV valve is
beneficial for controlling the amount of vacuum flow on the crankcase.

We hope you enjoyed our intro into basic PCV systems. Please check out our continuation of this blog here, where we further explaining different PCV setups with OCCs and our new PCV plate.

In Topic: Project Starlet. Andrew

16 October 2017 - 05:06 PM

All installed and ready to go. Manifold vacuum to one side and PCV to the other.



Ill make a start on the other one tomorrow.

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