Japeatr's knocking at the track rebuild thread
12-05-2014, 07:24 PM
#207
Vaughn the Saab has the same pcv valve and config etc as the LSJ. Arm and I want to do something different, we havent figured out the simplest and most efficient way to do it. At all times u have to deal with metered air for the PCV return. And you dont want to have to create expensive solutions with machining and welding, although it may come to that. U cant plug the head pcv port if you expect to be able to vent the blow by gasses effectively, so clearly we would like to seperate blow by gases from both ports. LSJ ports are two way on the rocker cover at any time, and only two way" off boost "at the IM, be it TC or SC. The issue with the IM is entirely off boost blow by, if the rocker cover external port is already running seperated.
The orifice sizing in the internal rocker cover castings and in the head and its PCV valve are selected to maintain vacuum even under boost, although that expectation has proven not be realised in both LSJ and LNF applications. Because there is power to be had through blow by gas management and maintainiing vaccum in the crank case, Alan is keen on a vacuum pump. He is currently running a Corvette air pump, we have tried the Kappa pump and its not up to the task ( 300 dollars in parts for that trial there) and there is a Pierpoint vacuum pump that drives off the intake cam on the LSJ style B207 SAAB variant, and that pump would be a really elegant packaging way to maintain good vacuum at high revs and power.
so thats the update. Many fittings/dead ends/lots of time spent/different ideas/callitdevelopment/sell it for 1.98 . lol
The orifice sizing in the internal rocker cover castings and in the head and its PCV valve are selected to maintain vacuum even under boost, although that expectation has proven not be realised in both LSJ and LNF applications. Because there is power to be had through blow by gas management and maintainiing vaccum in the crank case, Alan is keen on a vacuum pump. He is currently running a Corvette air pump, we have tried the Kappa pump and its not up to the task ( 300 dollars in parts for that trial there) and there is a Pierpoint vacuum pump that drives off the intake cam on the LSJ style B207 SAAB variant, and that pump would be a really elegant packaging way to maintain good vacuum at high revs and power.
so thats the update. Many fittings/dead ends/lots of time spent/different ideas/callitdevelopment/sell it for 1.98 . lol
12-06-2014, 02:49 PM
#209
I did not mention that revising the LSJ PCV to introduce fresh metered air down to the base of the crankcase is I believe a worthwhile addition to help reduce or eliminating sludge build up. LNF has that revision OEM.
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
12-06-2014, 04:01 PM
#210
I did not mention that revising the LSJ PCV to introduce fresh metered air down to the base of the crankcase is I believe a worthwhile addition to help reduce or eliminating sludge build up. LNF has that revision OEM.
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
12-09-2014, 07:06 PM
#211
Senior Member
Vaughn the Saab has the same pcv valve and config etc as the LSJ. Arm and I want to do something different, we havent figured out the simplest and most efficient way to do it. At all times u have to deal with metered air for the PCV return. And you dont want to have to create expensive solutions with machining and welding, although it may come to that. U cant plug the head pcv port if you expect to be able to vent the blow by gasses effectively, so clearly we would like to seperate blow by gases from both ports. LSJ ports are two way on the rocker cover at any time, and only two way" off boost "at the IM, be it TC or SC. The issue with the IM is entirely off boost blow by, if the rocker cover external port is already running seperated.
The orifice sizing in the internal rocker cover castings and in the head and its PCV valve are selected to maintain vacuum even under boost, although that expectation has proven not be realised in both LSJ and LNF applications. Because there is power to be had through blow by gas management and maintainiing vaccum in the crank case, Alan is keen on a vacuum pump. He is currently running a Corvette air pump, we have tried the Kappa pump and its not up to the task ( 300 dollars in parts for that trial there) and there is a Pierpoint vacuum pump that drives off the intake cam on the LSJ style B207 SAAB variant, and that pump would be a really elegant packaging way to maintain good vacuum at high revs and power.
so thats the update. Many fittings/dead ends/lots of time spent/different ideas/callitdevelopment/sell it for 1.98 . lol
The orifice sizing in the internal rocker cover castings and in the head and its PCV valve are selected to maintain vacuum even under boost, although that expectation has proven not be realised in both LSJ and LNF applications. Because there is power to be had through blow by gas management and maintainiing vaccum in the crank case, Alan is keen on a vacuum pump. He is currently running a Corvette air pump, we have tried the Kappa pump and its not up to the task ( 300 dollars in parts for that trial there) and there is a Pierpoint vacuum pump that drives off the intake cam on the LSJ style B207 SAAB variant, and that pump would be a really elegant packaging way to maintain good vacuum at high revs and power.
so thats the update. Many fittings/dead ends/lots of time spent/different ideas/callitdevelopment/sell it for 1.98 . lol
12-10-2014, 09:17 AM
#212
Junior Member
I did not mention that revising the LSJ PCV to introduce fresh metered air down to the base of the crankcase is I believe a worthwhile addition to help reduce or eliminating sludge build up. LNF has that revision OEM.
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
Not an easy task. Requires one way valves, plumbing, revision to the rocker cover, plugging upper cylinder vents and of course, ARM testing it all
12-22-2014, 03:16 PM
#213
just an update:
oil ports have been drilled for the mains
also the manifold/downpipe/dump tube/BOV are in possesion
my dump tube looks too big, as its flange is the same size as the manifold 38mm flange.
awaiting zzps response on these matters
i pulled Blakes head and about to drop his motor out as well.
the two heads are then going to be shipped to John for some solid fitment
oil ports have been drilled for the mains
also the manifold/downpipe/dump tube/BOV are in possesion
my dump tube looks too big, as its flange is the same size as the manifold 38mm flange.
awaiting zzps response on these matters
i pulled Blakes head and about to drop his motor out as well.
the two heads are then going to be shipped to John for some solid fitment
12-23-2014, 03:06 AM
#216
Well Bates made the decision for me, have neither time to wait, nor money for what they cost to have made at Bates.
Im running hydraulics after all...
I do APPRECIATE the passion from my friends that I trust - Walters, Powell, McClure. It is good to know they are discussing my engine as far as pros and cons.
I would have run them from the thinking outside the box and all out perspective, however im not going down that path in regard to the solids
Im running hydraulics after all...
I do APPRECIATE the passion from my friends that I trust - Walters, Powell, McClure. It is good to know they are discussing my engine as far as pros and cons.
I would have run them from the thinking outside the box and all out perspective, however im not going down that path in regard to the solids
I did and last post about them said it wasn't worth it for the cost.
Unless I just misunderstood and you aren't using solid lifters.
12-23-2014, 11:18 AM
#218
Rent me! per hour
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just an update:
oil ports have been drilled for the mains
also the manifold/downpipe/dump tube/BOV are in possesion
my dump tube looks too big, as its flange is the same size as the manifold 38mm flange.
awaiting zzps response on these matters
i gave Blake head and about to drop his motor out as well.
the two heads are then going to be shipped to John for some solid fitment
oil ports have been drilled for the mains
also the manifold/downpipe/dump tube/BOV are in possesion
my dump tube looks too big, as its flange is the same size as the manifold 38mm flange.
awaiting zzps response on these matters
i gave Blake head and about to drop his motor out as well.
the two heads are then going to be shipped to John for some solid fitment
