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I should be working, can't take the time to re-read the last 14 pages of this thread, so I may have forgotton some of what's been said...
You're still running a blow off after the compressor instead of a recirculating valve back to the compressor inlet ? If you just blow off the air being pulled by the metering plate, you hose down the cylinders when you let off the throttle and feed a gob of unburned fuel into the exhaust... boom. Blow $40 on a TT bypass valve and connect it's control input to a tap behind the throttle plate. I appreciate tsuter's work on this system but I've never agreed with doing a BOV intead of a BPV. |
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I have the BOV tapped into the throttle body below the throttle plate.
You think I need to eliminate the BOV and use a BPV instead.
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![]() 914 6 Turbo twinplug 3.12 87 924S Lexus SC400 Lexus LS400 |
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Original Owner
Join Date: Dec 2002
Location: San Antonio, Texas
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It seems he is getting exhaust back firing when "engine braking" with a closed throttle coming down from a higher RPM.
No backfiring on acceleration up shifting when coming off the trhottle and the BOV is opening correctly?? I wonder if the BOV is opening on engine braking when maybe it should not. 11psi spring. Maybe decelleration vacuum is higher and sucking it open with throttle partially open?? Thus I would disable to BOV and see as a first step.
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tsuter 78 911SC Turbo Targa Thaaaats Right!! |
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I better get back to work here, but I agree that disabling the BOV should be tried. If it's opening then it's letting the compressor freewheel and will keep the fuel metering artificially high.
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BOV opens correctly accelerating between shifts but I think when I close the throttle after a WOT run it doesn't open.
I will disable and see what happens.
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I put a .20 nitrous nossle in tonight as a last attempt to restrict the oil flow into the turbo and allow the Tilton pump to scavenge at the drain rate. No smoke, went on a 70 mile test drive without problems. Air was nice and cool for a few WOT runs, much fun no backfire Bov still hooked up. I turned the CIS mixture screw about a 1/4 turn so far so good.
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You guys up near the great lakes are nuts
![]() That car sounds like too much fun. I had a blast with my turbocharged 2 liter 914, I can't imagine a turbo 3 liter in a 914. |
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Sammy, get that enrichment injector on your setup and crank it up to 9lbs and start having some new found fun in your SC. Way different than 5 or 6lbs. Check out the comments made by Karl Ellzey on the test drive last night on the 914 club forum.
http://www.914club.com/bbs2/index.php?act=ST&f=2&t=15513&
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Extra enrichment is coming soon, right now I'm just starting the process of replacing my lower head studs (and anything else I find wrong in there).
The engine had one broken head stud when I bought it, I figured a little boost wouldn't make it any worse ![]() We'll see this weekend how much damage there is. I never noticed any evidence of a head gasket leak so it couldn't have been that bad. If nothing else this will be a good inspection to see how the top end is holding up to the boost. |
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I just received my new K27 7200, and cam driven oil scavenge pump. Due to it's design, the K27 fits much better in the 914 than the Rayjay. I should be able to mount it 6"s higher than the Rayjay. This will most definitely help with the oil drain and scavenge. I will have to refabricate the crossover pipe and mounting flange but it all should work together for an improved install. I will post the end results.
I now have a couple of Rayjay turbos that are of no use to me, My recently rebuilt one has a new compressor wheel and shaft in it, plus I have a few extra gaskets, Let me know if anyones interested in picking them up cheap as a backup or for parts.
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There seems to be a lot of interest in BAE installs on the board lately so I thought it might be a good idea to resurrect this thread for those who have never followed it. I have currently redone my whole system starting with a new cross over pipe, K27, muffler and 930 oil scavenge pump. I plan on an intercooler and maybe water injection and try 12 to 14lbs and see how it goes. I dont want to fry the aluminum pistons so I am taking all the steps necessary to cool the charge air down, A wideband A/R mounted after the turbo on the exhaust will tell me how things are running, I can always add another CSV if I have to. I will make a few runs without the intercooler at 9LBS with the K27 just to see if it makes enough of a difference not to go the extra 9 yards with the intercooler, The bugs got me and I am having too much fun fabricating this new system together. Thad chime in and let me know what you think, am I crazy?
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Pictures of new install in the 914 in progress.
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LOL the thread that won't die. Chap that car is going to be a handfull if it isn't already.
Question time: In the BAE manual it suggests removing the decel valve. My car hasn't had one since before I bought it and it has always popped/gurgled out the exhaust when i let off the throttle. I am going to re-install a decel valve to see if that solves the problem. Is everyone else still running a decel valve? Any idea why BAE recommended removing it? |
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I am off to get the BOV welded onto another pipe, after that I can fire it up. I will post the butt dyno results soon.
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Glad you revived this, I missed the bit about the .20 restrictor. Some s-car guys with Garrets were recently talking about going from .08" to .04" feed line orifices to control some oil smoking.
The K27 looks great, looking forward to hearing the BD report! |
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I just picked up the new pipe with the BOV flange from my welder, I will fire it up tomorrow and take it for a test drive, weather permitting.
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Join Date: Dec 2002
Location: San Antonio, Texas
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I really like that wastegate dump tube!!!! I hope you don't tangle with any speed bumps.
Re: Decel valve - its long gone. The popping on throttle close may be more a rich condition. I might try a 1/4 turn on the mixture before putting back the decel valve. If the decel valve is left in, it will essentially be working as a Diverter Valve (DV) in that it passes air around the throttle plate when the TP closes. Deceleration valve 0 280 160 111 pulls in at ~14" Vacuum. So when your TP closes, that valve will open and divert boost pressure around the TP into the intake manifold and air box. I doubt it has that kind of capability but who knows as the vent lines are small not like a real turbo DV. If you are already runing a BOV as I do, the BOV will also vent pressure on TP close but does not divert air past the TP
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tsuter 78 911SC Turbo Targa Thaaaats Right!! |
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Thank you for any help in advance of it. I am learning CIS as i go here. I dont think thats the best idea... but roll with me!
_Nick! alrgiht i have a few questions on what lines will be removed and what goes where.. WHat is this... its has what looks like a small vac line heading to the front of the car... and also a large line that heads over to the left side of the airbox. What is it? charcoal canister? can i remove it.. ![]() also my manual says that there should be 15C switch here... since i have K baisic... its not used? can i put my thermo time switch there? ![]() alright.. so the decel valve goes... the line marked with the green one heads to the control presure regulator? do i need to re-route this line after i remove the Decel valve? what about the lines marked 2 and 3, touch them at all? 3 ends up going into that black can in the first picture.. and 2 heads twords the front of the car... ![]() the seccond green three(sorry) needs to be re-routed to where the decel valve connected? ![]() ![]() and what about the air injectors... ![]()
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