Hussein's 1998 V70 Xr : The Force Awakens

[boxpin]

I do not see an adjustment on mine either. I thought there was one but it looks like they are spring loaded relief valves.

Hussein, where did you find the 1" elbows? I have been to many shops, stores, etc trying to find something for those fittings. Nothing.

[lookforjoe]

Hussein, where did you find the 1" elbows? I have been to many shops, stores, etc trying to find something for those fittings. Nothing.

The elbows were cut from another Volvo hose - I don't recall for certain, but it may well have been the SAS hose from the airbox to the pump. I generally save anything like that that could be re-purposed.

[blkaplan]

No adjustment, Ben- it's just a cap to protect the pressure relief diaphragm.

Anyway, if I put it back for winter use with the vacuum pump ( to keep the lines heated) I'll be sure to allow the outlet to dump downwards.

It isn't static, looks like the level of blow is what sets the adjustment level. (from the manual)

In closed systems the pressure regulator can be set as

required while keeping the

crankcase pressure independent from the negative pressure of the air intake manifold. Setting the pressure

level simply depends on the

quantity of blow-by gases

The crankcase pressure

remains within the acceptable range even with variable

air flow rate, negative pressure and varying blow-by

gas volumes.

The pressure regulator does

not exist in an open ProVent®

system.

If you want that provent to work properly you need to have it re-enter much closer to your turbo inlet where the tubing diameter is smaller and the air velocity is higher.

[sTEVEJOBS] It's an excellent product, if its not working correctly it's because you are using it wrong. [/sTEVEJOBS]

Edited April 18, 2013 by blkaplan

[boxpin]

It isn't static, looks like the level of blow is what sets the adjustment level. (from the manual)

It looks like a dial but its fixed, does not turn or move.

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[blkaplan]

It looks like a dial but its fixed, does not turn or move.

Yes but its effect is not fixed, You can not directly adjust it, it adjusts itself.

[boxpin]

I agree there. Its a spring loaded diaphram inside there. I can see if there is a vacuum that it would close and not allow to much draw. Problem is, who determines the amount.

[blkaplan]

I think Robert Hooke determines the amount.

[Homer]

It's not user adjustable. It's self adjusting.

Ben was confused at first.

[lookforjoe]

It's not user adjustable. It's self adjusting.

Ben was confused at first.

Correct. The issue of pressure relief will normally only occur if used VTA, it explicitly says so in the manual.

For me, I think the main issue was not leaving the exit tube venting downward, so moisture could release. By running it uphill with minimal vac draw (which was only to reduce vapor stank) I believe I created the saturation scenario. I may try plumbing it back in, but since I have zero CC pressure even at 20psi/8k rpm, and no seepage of account from my weak spot by the rear can seal, I'll probably just deal with the slight vapor stank from having the filter in the current location, behind the transaxle.

[blkaplan]

You dont want pressure in your crank case you want vacuum. The problem is the location of the suction tube, if its actually done like whats in your drawing.

You can pickup a bunch of power with these motors with good positive crank case ventilation especially at the levels your making

Edited April 19, 2013 by blkaplan

[lookforjoe]

You dont want pressure in your crank case you want vacuum. The problem is the location of the suction tube, if its actually done like whats in your drawing.

You can pickup a bunch of power with these motors with good positive crank case ventilation especially at the levels your making

Ben, on my setup I don't have any CC pressure. I didn't have any issues until I installed the Provent. The only reason I added it was in the hopes that the filter would remove more stank that my baffled tertiary can, it really didn't. I tried adding a (electric) vacuum pump, but the pump itself created more of a restriction at high rpm/boost. The later block & larger stock breather box make a significant improvement to breathing than the earlier motors.

In these logs from yesterday, you can see CC pressure is at about 98-99kpa, which is very slight vacuum (101.3 being atmospheric).

1.30kpa (20.3psi recorded) 4th pull

1.40kpa (22.1psi recorded, 24psi spike) 3rd/4th pull with slip in 3rd

[Martijn_B]

It's really valuable that you are sharing your data logs all the time - thanks for that Hussein.

Just a question on the side: how do you format your cells so that the TIME shows up in the correct way (seconds)? If I export to excel it just shows up as numbers that hardly make sence

Also, could you feel/hear/notice the timing pull if you wouldn't have looked at the data? Does it show up if you compare acceleration logs with previous tunes that had less timing advance?

(So there would be no pulling of timing)

[blkaplan]

Ben, on my setup I don't have any CC pressure. I didn't have any issues until I installed the Provent. The only reason I added it was in the hopes that the filter would remove more stank that my baffled tertiary can, it really didn't. I tried adding a (electric) vacuum pump, but the pump itself created more of a restriction at high rpm/boost. The later block & larger stock breather box make a significant improvement to breathing than the earlier motors.

You shouldn't have any CC pressure, you should have vacuum. Install a vacuum gauge and work on increasing that as much as possible.

Extra air pumps are lame, you have a huge 5 cylinder air pump at your disposal. It provides more then enough vacuum when harnessed correctly.

[lookforjoe]

It's really valuable that you are sharing your data logs all the time - thanks for that Hussein.

Just a question on the side: how do you format your cells so that the TIME shows up in the correct way (seconds)? If I export to excel it just shows up as numbers that hardly make sence

Also, could you feel/hear/notice the timing pull if you wouldn't have looked at the data? Does it show up if you compare acceleration logs with previous tunes that had less timing advance?

(So there would be no pulling of timing)

The logs are exported from Innovate Logworks - I choose .csv format, and the data populates an excel spreadsheet automatically.

I don't have enough timing pull in the current setup to be discernible - so I just go by the logs to determine what adjustments make sense, in this case dropping the 100% load timing a degree or two. I don't usually compare to older tunes - only 1 or 2 earlier revisions of same tune - as that gets too confusing, there are too many variables beyond that.

[854TGA+]

Good luck tomorrow H. Put down some big numbers we all can proud of! Videos are good also.