Quote:
Originally Posted by Mixed76
If it were me I would sort the control issues before taking on any kind of disassembly- surely the mechanical issue is separate?
Seems you could test that vapor return theory, leave it disconnected for a while and see if the control stabilizes. On the other hand, if your leakdown is 1-2% and you have good droplet filtration, there shouldn't be much flow, and hence no issue. If the problem resolves well of course you know what to work on.
Air flow to the intercooler looks pretty weak- I would want to have a standalone blower *on* the whole intercooler, not that little hose. Maybe spray a little water on there too. IC temp will definitely affect advance and high rpm power.
Dan
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Hi Dan, thanks for the thoughts.
As you say, the breather return is an easy one to check; I have now removed the breather outlet/intake inlet from the system. The intake "snorkel" now only has the air filter on the end of it. I'll play around with the Syvecs SW and see if I can get the same dashboard metrics displayed, and see if there's a reduction in fuel trim.
Believe me, that IC cooling hose almost knocked me off my feet, it was tremendously powerful! By preference, I'd rather have had a fixed manifold on top of the IC, but these guys aren't doing Porsche every day, so it'd have to be something I fabricated and transported up there. (The previous engine dyno cell facility that I used did have one, designed and made for a previous client...and annoyingly it put the tiniest of witness marks into an otherwise prestine black anodized finish on the IC)
Of course, while holding it for each run, I was moving it constantly to cool the various parts of the IC. Fear not....the AIT's were stonkingly good, just as they were 2-3yrs ago on the engine dyno....and again, the guys at the Dyno raised eyebrows as to how stable (and low) they were. Testament to Chris/TK's intercooler (as if anyone doubted it...)