Check out this project pic I found

[fast924S]

Looks crazy

[AFJuvat]

Its interesting, I wonder what he is trying to do with it.

AFJuvat

[fast924S]

From what I understand its a Dyno shop project, the motor is a turbo motor its just not done yet, I think they are looking to build some big HP #. My question is where are the fuel injectors gonna go and whats up with the thing over the valve cover?? Also whats going on with the oil filter. I love tricked out stuff

[scheistermeiste]

arent those the fuel injectors going into the valve cover?

[ilikemy944]

Fuel injectors go into each of those 4 throttle bodies.
Thing on cam tower is for vacuum, has a vacuum pump so the crank is always at 12 in mg. The turbo is gonna be big and sit over there on the exhaust side, where the cutout in the wheel well is. The thing where you normally see the oil filter is the vacuum pump.
Oh yea, its 2.6L also

I was there when the pic was taken :P

[fast924S]

Why would you want the crank case to be in a vacuum??? Cool Ilikemy944 What else do you know about it???

[ilikemy944]

case in vac - no oil leaks
no piston ring blow by

Its not done, obviously, and that was almost everything that was in the car... lol - absolutely nothing inside it yet.
They did the 2.6L because it will be very high revving and 2.8 was nowhere near good for that. The 2.6 I believe was more square or something (bore). I don't think I know a whole lot else... lol

[Zero10]

If you bore it out to 104mm (I think), without touching the stroke, it will give you a 2.6L. From what I heard, that is indeed a better bore to stroke ratio for a higher revving engine, but a high-revving 2.5L 4 cylinder is kind of a contradiction, unless you have some serious cash.

I still don't get the purpose of having the crankcase under vacuum. It's not that you won't get blowby, you should actually get more blowby, it'll just all be sucked out rather fast, but I don't see how that's a good thing?...

[pokey]

Might it be to reduce air friction in the crankcase?

[sasquatch]

Pulling a vacuum on the crancase has been a racers trick for years. By going negative you do many things in the crankcase,

* No oil leakage
* Rings seal better/better compression
* Actually reduces drag on all rotating parts in the motor since the air is less dense.
* Reduces pressure under pistons as they travel down.

I remember a test done on a drag motorcycle where they pulled a vacuum on a dyno. Got like 12% increase in HP.

[Chris_924s]

Interesting mod.. so what are the ultimate plans? RWHP title?

[bluebullet]

you get positive pressure in the crankcase, and you get things like popping your dipstick out and blowing oil past the rings into the cylinder.

[fast924S]

" Actually reduces drag on all rotating parts in the motor since the air is less dense"

Why would the air be less dense, The vaccum is always changing and sucking in air, I dont think it would be a full vaccum due to leaks, ring leaks, PCV valves and other things, no matter what there is going to be air and some oil vapor in the case, I dont think air drag on the crank is a big deal, what you need to watch out for is the oil spider webbing and causing resitance on the rotating assembley. This is one of the reasons for knife egded cranks ect...

Why pull a vaccum, why not use a Bigger PCV valve or make some more vent spots??

[sasquatch]

Ok, I had a bit of mis information. It has nothing to do with the air being less dense.

Taken from: http://www.et-performance.com/tech_info.html

The engine produced 3-7% more horsepower. This is due to the fact that the engine no longer has to waste power further compressing the air in the crankcase as the pistons move downward. At specific RPM, several atmospheres of pressure were found to be present. The KVS maintains a constant vacuum of -5 to -7 psi, depending upon engine tightness, at all engine RPM, a very difficult task to accomplish.
Piston rings seal better. For example, strokers, particularly those over 110 ci, always seem to blow oil. The increased crankcase pressures with the strokers causes the rings to not seal properly & flutter. Installing the KVS instantly stops the problem! This is due to the compression rings actually sealing better due to the increased pressure differential across the rings. This causes the compression ring to be forced down on the ring groove so that combustion pressures are contained much better. Racers can actually use less ring/cylinder pressure & greatly reduce the main source of engine friction, further increasing usable horsepower. Piston ring manufacturer Total Seal recommends only the original ET-Performance Krank Vent for use with their unique, gapless rings. Dyno results at Total Seal produced an additional 4 rear wheel horsepower on a Buell by simply adding the SPYKE/ET Krank Vent! The imitator's crank case valves, severe ring flutter can result when their umbrella valve fails & your cylinders are history. The KVS works perfectly with the Total Seal rings without the chance of failure.
Engine emissions are greatly reduced. Once the engine has turned over once, very little air comes out of the KVS, depending upon how "air tight" the engine is. Tests on California smog test equipment show a substantial reduction in all emissions
Faster engine response & a deeper, more powerful sounding engine are often noted by KVS users. Again, this is due to the engine not having to work against itself to compress crank case air/oil mist. We are not sure why the engine often sounds different other than it is now operating with a greater efficiency.