Kraftwerks Supercharger Owners Thread

[King Tut]

Originally Posted by Calum

The stock PCV valve should act as a check valve already, but I haven't confirmed that. You may want to before you bother buying additional parts.

Unless the valve is somewhere inside the block, it looks like it is just a hose barb on the block to me meaning it is just a PCV system with no valve.

[gmsii]

Originally Posted by King Tut

@Calum and I have had that discussion in previous threads. I always take the vented side, and he takes the non vented side. I will see if I can dig one of our conversations up. This one should work:

http://www.ft86club.com/forums/showthread.php?t=24340

well dont really want to slog through all that....feel free to give me the cliff notes.

if we use race cars as empirical evidence, i would dare say practically none of them recirculate oil vapors back into the intake tract. even a dry sump system pulling highlevels of crank case vacuum has a oil tank that vents to atmosphere. yes, you need to figure out a way to relieve crankcase pressure, but oil vapors can cause detonation and gunk up motors...thats why you dont recirculate oil vapors

i can only think of one instance where you would want crank gasses recirculated into the intake tract and that is when drag racers mix nitro into their oil and recirculate the crank/nitro vapors for a power gain.

from a performance perspective, the best to worst the strategies for venting the crank case would be:
drysump pump venting to atmosphere
vacuum pump venting to atmosphere
catch can venting to atmosphere
direct mounted breather venting to atmosphere
PCV recirculation
non vented

[rickspecd]

Our Kraftwerks Powered Scion FRS at the Import DPS booth during the Import Invasion event held at Cecil County Dragway

[sw20kosh]

Originally Posted by gmsii

at idle with the throttle plate closed, the manifold is drawing vacuum...see the problem?

What proplem? The breather and PCV system (and the catch cans installed in-line with them) are meant to see vacuum. The check valve allows them to see vac but prevents them from seeing boost.

[Calum]

Originally Posted by gmsii

well dont really want to slog through all that....feel free to give me the cliff notes.

if we use race cars as empirical evidence, i would dare say practically none of them recirculate oil vapors back into the intake tract. even a dry sump system pulling highlevels of crank case vacuum has a oil tank that vents to atmosphere. yes, you need to figure out a way to relieve crankcase pressure, but oil vapors can cause detonation and gunk up motors...thats why you dont recirculate oil vapors

i can only think of one instance where you would want crank gasses recirculated into the intake tract and that is when drag racers mix nitro into their oil and recirculate the crank/nitro vapors for a power gain.

from a performance perspective, the best to worst the strategies for venting the crank case would be:
drysump pump venting to atmosphere
vacuum pump venting to atmosphere
catch can venting to atmosphere
direct mounted breather venting to atmosphere
PCV recirculation
non vented

The two bolded options are the only things I have a difference of opinion on. Otherwise I agree. And I should add, I believe those two options should be reversed for a daily driver. If we're talking about a race car than I completely agree.

[gmsii]

Originally Posted by Calum

Running a vent to atmosphere catch can eliminates the down side of the PCV system by completely preventing any oil deposits from entering the intake. But it also eliminates the up side of the PCV system. Running a vacuum in the crank case actually has a dramatic effect on sealing the rings, when there is vacuum available.

i am guessing people want to extol the benefits of crankcase gas recirculation based almost solely on the last sentence. conceptually it is correct...pulling vacuum in the crank case has an effect on sealing the rings.
but... who can answer how much vacuum needs to be pulled for it to matter? if you can answer that, then you will know the pcv system does little to seal rings. funny enough, the pcv wont do squat for sealing rings when the engine needs it the most at WOT because the manifold vacuum is near zero.

from a practical standpoint, the amount of vacuum needed in the crankcase to make a difference is MUCH higher than what you might think, and it certainly cannot be passively achieved by the intake manifold pulling through a tiny rubber PCV tube. on race engines we need to use multiple -10 or -12 lines and a stout pump to actively pull enough vacuum for it to matter in terms generating more power from better ring seal. and im talking using standard tension rings. if you use low tension rings, you need to be pulling even more vacuum.

anyways PCV recirc is for emissions and not performance

[Calum]

Originally Posted by gmsii

i am guessing people want to extol the benefits of crankcase gas recirculation based almost solely on the last sentence. conceptually it is correct...pulling vacuum in the crank case has an effect on sealing the rings.
but... who can answer how much vacuum needs to be pulled for it to matter? if you can answer that, then you will know the pcv system does little to seal rings. funny enough, the pcv wont do squat for sealing rings when the engine needs it the most at WOT because the manifold vacuum is near zero.

from a practical standpoint, the amount of vacuum needed in the crankcase to make a difference is MUCH higher than what you might think, and it certainly cannot be passively pulled by the intake manifold passively pulling through a tiny rubber PCV tube. on race engines we need to use multiple -10 or -12 lines and a stout pump to actively pull enough vacuum for it to matter in terms generating more power from better ring seal. and im talking using standard tension rings. if you use low tension rings, you need to be pulling even more vacuum.

anyways PCV recirc is for emissions and not performance

I'm not saying you're wrong, I'd just like to challenge that in a race application there will be much higher flow past the rings/into the crankcase, due to the higher average cylinder pressure compared to that of a daily driver at cruising loads. This higher flow would require more flow out via the vacuum pump to make the same difference.

I'd love to actually get my hands on something that shows the engine load vs pcv air flow vs crankcase pressure. I know it would vary from platform to platform but even a general idea would be helpful.

[SPCorBUST]

@post_break just came across your YouTube vids. are you running the Moto East FlexFuel kit now, or are you still running Visconti's V2?

[mit_peid]

All this talk about the value of catch cans and stuff, might as well ask the question here. I just received my Cusco catch can in the mail today... going to install on Friday but all instructions are in Japanese. Going to install on the PCV side. Based on the photo of the Cusco can below, is it safe to say the left side goes back into the intake manifold and the right side will go down into the crankcase?

[post_break]

Originally Posted by SPCorBUST

@post_break just came across your YouTube vids. are you running the Moto East FlexFuel kit now, or are you still running Visconti's V2?

I was running visconti V1, now running V2.

[King Tut]

Originally Posted by mit_peid

All this talk about the value of catch cans and stuff, might as well ask the question here. I just received my Cusco catch can in the mail today... going to install on Friday but all instructions are in Japanese. Going to install on the PCV side. Based on the photo of the Cusco can below, is it safe to say the left side goes back into the intake manifold and the right side will go down into the crankcase?

Without seeing the internals I can't tell if it is setup for one side to be an input and one side to be an output.

[post_break]

Originally Posted by King Tut

Without seeing the internals I can't tell if it is setup for one side to be an input and one side to be an output.

I'm pretty sure that can isn't baffled.

[King Tut]

Originally Posted by post_break

I'm pretty sure that can isn't baffled.

Then it shouldn't matter which side. It should look like this on a Kraftwerks car:

PCV hose barb > Cusco can inlet > Cusco can outlet > Check valve > intake manifold

[mit_peid]

Originally Posted by post_break

I'm pretty sure that can isn't baffled.

So if it isn't baffled, means it doesn't matter which way is IN or OUT? This guy seemed to have used the left side to feed it back into the intake.

EDIT: Sounds like there's a simple DIY to stuff some steel wool into the can to make it a baffled can.