LNF PCV Anti-coking drain back system
12-03-2012, 03:28 PM
#102
The seperator is so light , being made of composite material, it can hang there on the hoses for a day or two. Your new bracket and a spare longer hose went out at 11.55 this am. Not bad , eh!
ugh. sprained my arm patting myself on the back
12-03-2012, 03:40 PM
#104
I would like to do a pc rocker cover exchange with the PCV upgrade, then I could do the custom stuff I talked about and eliminate one efi style OEM braided line. But that bumps the cost 140 and requires an exchange cover shipped back....
12-03-2012, 03:52 PM
#105
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^so basically for $490 you'd have a cleaner final appearing oil separating system (due to one less line) along with a nice powdercoated VC? tempting mr. powell..... very tempting....
cant wait to see the updated bracket that was sent out. only thing I'm now concerned with is the LNF fuel trims like going wacky depending on the air filter rotation. having it rotated to give the most space as vahdyx does would likely require me change the maf calibration tables a bit in my tune to get it running as good as it is now
cant wait to see the updated bracket that was sent out. only thing I'm now concerned with is the LNF fuel trims like going wacky depending on the air filter rotation. having it rotated to give the most space as vahdyx does would likely require me change the maf calibration tables a bit in my tune to get it running as good as it is now
12-03-2012, 04:11 PM
#106
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Well I was able to rotate the separator to accommodate the new bracket when it arrives, but the problem is the hoses now. If this piece was straight and the hose connection that is on the valve cover was "L" shaped I can go underneath the intake rather than around it.
Since it's straight I have to go around and the hose isn't long enough to go around at the moment.
Since it's straight I have to go around and the hose isn't long enough to go around at the moment.
12-03-2012, 04:15 PM
#109
^so basically for $490 you'd have a cleaner final appearing oil separating system (due to one less line) along with a nice powdercoated VC? tempting mr. powell..... very tempting....
cant wait to see the updated bracket that was sent out. only thing I'm now concerned with is the LNF fuel trims like going wacky depending on the air filter rotation. having it rotated to give the most space as vahdyx does would likely require me change the maf calibration tables a bit in my tune to get it running as good as it is now
cant wait to see the updated bracket that was sent out. only thing I'm now concerned with is the LNF fuel trims like going wacky depending on the air filter rotation. having it rotated to give the most space as vahdyx does would likely require me change the maf calibration tables a bit in my tune to get it running as good as it is now
12-03-2012, 04:20 PM
#110
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i was referring to air filter rotation throwing off the fuel trims. nothing to deal with your system at all, more of a K&N intake issue but nothing I cant work around
12-03-2012, 04:23 PM
#111
Here is some background:
In operation orifice size (XXmm in this case) is chosen to keep the crankcase pressure negative by a small amount under all operating conditions.
Under light load, the turbo inlet venturi effect is just enough to cause a depression and pull air through the crankcase from the fresh clean air duct tube. The check valve becomes an “orifice” to control depression. I worry about the S256 vent return location, but Todd (BLRT) did his best to keep that vent as close to the impeller as possible, although not as close as the stock K04 turbo has in the OEM state.
Under high load where the piston blow-by becomes significant, the fresh passage is stopped with a check valve. This is to prevent back flow. The venturi effect of the turbocharger inlet is sufficient to pull in 100% of the piston blow by, plus pull the crankcase pressure 2 to 3 kPa negative as calibrated in balance with the fresh air check valve.
Crankcase pressure should be reasonably uniform. Draining the separated oil back into the crankcase in a similar manner to the turbo oil drain was required. We took care to make a return to avoid crank oil whip and place the drain back oil in a relatively undisturbed location. This was not easy, as we are only talking a few kPa delta to keep flows going in the right direction.
In operation orifice size (XXmm in this case) is chosen to keep the crankcase pressure negative by a small amount under all operating conditions.
Under light load, the turbo inlet venturi effect is just enough to cause a depression and pull air through the crankcase from the fresh clean air duct tube. The check valve becomes an “orifice” to control depression. I worry about the S256 vent return location, but Todd (BLRT) did his best to keep that vent as close to the impeller as possible, although not as close as the stock K04 turbo has in the OEM state.
Under high load where the piston blow-by becomes significant, the fresh passage is stopped with a check valve. This is to prevent back flow. The venturi effect of the turbocharger inlet is sufficient to pull in 100% of the piston blow by, plus pull the crankcase pressure 2 to 3 kPa negative as calibrated in balance with the fresh air check valve.
Crankcase pressure should be reasonably uniform. Draining the separated oil back into the crankcase in a similar manner to the turbo oil drain was required. We took care to make a return to avoid crank oil whip and place the drain back oil in a relatively undisturbed location. This was not easy, as we are only talking a few kPa delta to keep flows going in the right direction.
12-03-2012, 06:30 PM
#115
10-4 you da mang! Works out very well. New bracket en route, no need for the hose I sent you, but never mind I will find a new destination for it...lol...
I am gonna buy that borescope you found and try it out, son Devon gets cranky I keep borrowing his super expensive snapped on borescope tool lol
I am gonna buy that borescope you found and try it out, son Devon gets cranky I keep borrowing his super expensive snapped on borescope tool lol
12-04-2012, 09:12 AM
#117
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while I have not rotated mine and view fuel trim "differences" (if any), there are many many threads on the K&N filter rotation and having it at a certain location so that leads me to believe differently. I have mine set at the usual 11:30 position like almost everyone says to do and my trims are about as dead nuts as they can get running LTFT +/- 3% at worst. the "egg" shaped filter changes the air flow across the MAF depending on rotation is what the argument is. But anywho, thats getting off topic.....
Last edited by padlock; 12-04-2012 at 10:33 AM.
12-04-2012, 01:42 PM
#120
while I have not rotated mine and view fuel trim "differences" (if any), there are many many threads on the K&N filter rotation and having it at a certain location so that leads me to believe differently. I have mine set at the usual 11:30 position like almost everyone says to do and my trims are about as dead nuts as they can get running LTFT +/- 3% at worst. the "egg" shaped filter changes the air flow across the MAF depending on rotation is what the argument is. But anywho, thats getting off topic.....
