Nice setup but the in and out lines look smaller then the min 3/4 - 1" you are most likely using now and I did'nt see specs of the flow it can handle, or how do you know when the filter if it has one is dirty and can it be drained back to the crank (if so does it come with a checkvale for ths purpose)? I forgot the company I contacted but there minimum for 420 hp needs to flow min 14 CFM. If you can elborate I'm interested. I apologize if I seem short but I just got back from trying to find a new colgne for myself and all I came back with was a headache.

 

i am so over this ****. anybody know what to make of this. it didn't cut and paste to well, but you get the general idea. here's my latest check engine light:

OBD-II Diagnostic Trouble Code Report
Shop: OCP Address: Dunedin, FL Phone: Fax: Email: Timestamp: 4/15/2006 10:03:24 Make: Porsche Model: 911 Year: 2002 VIN: Not Reported MIL: On

Diagnostic Trouble CodesP0171 System Too Lean (Bank 1)


Freeze Frame (Frame 0) for DTC P0171 Calculated Load: 2 %
Coolant Temperature: 210 F
Engine RPM: 880 r/min
Fuel System Status Bank One: Closed Loop Fuel System Status Bank Two: Closed Loop Long Term Fuel Trim Bank One: -7.80 % Long Term Fuel Trim Bank Two: -10.92 % Short Term Fuel Trim Bank One: 6.24 % Short Term Fuel Trim Bank Two: 2.34 % Vehicle Speed: 0 MPH

 

Looks like what set off the CEL was the Bank 1 O2 sensor going too high trying to add fuel. Could be a blip which may never happen again or it could be dirty fuel injector on Bank 1, exhaust leak before the sensor on bank 1, bad plug on bank 1.

The LTFT indicate that the computer normally reduces the fuel to bank 1 a little less than it does on bank 2. This is not necessarily a problem (my LTFT are - 18%(1) and - 9%(2)). You might run a bottle of injector cleaning through the engine and see if that clears it up. Your other sensor readings look fine.

Did you get the problem with the SC fixed?

 

No, my SC is still leaking oil and is still somewhat noisy at times.
The power on the car still doesn't feel like it was when the car was running properly.
The CEL was on yesterday and today, so it's not just a one time thing.
The injectors shouldn't be dirty as they're brand new and I really don't have hardly any miles on the car since the install as it's been in the shop most of the time.

This is growing tiresome. I wish I was handy enough to do this whole install over myself, but I'm not...so it's a mute point.

Here's a better shot of that CEL code. Do you think it's okay to drive the car at this point?

 

First thing to do is to elimate the SC leaks. Check the hoses like I described above. This will eliminate the large negative LTFT corrections. All other problems you are having are exagerated by the leak. The increase in STFT at idle indicates that the leak is a small one.

 

that really sux dog. i think you need to get a new SC from EVO. it has a 3 year warranty (from vfengineering's site). i hope you are forwarding your codes and readouts to them too. i guess since bert smith moto hasn't said anything that it is a MUTE point regarding your MOOT point

 

actually. i haven't sent anything to VF. been mostly dealing with the dealer and EVO.

my tech from Bert Smith returned my phone call today. i guess i'm going to just bring it in, again.

we'll see what happens. i am seriously on the verge of uninstalling this setup. it's a shame too, because when it was running right, it was really really good.

 

you NEED to send the SC back for a replacement. you said it was quite noisy. a possible bad bearing.

 

I'm sure your disappointed, I'm just guessing here but sometimes I'm just disappointed/frustrated because I could not repair something myself after going through all the termoil and I'm forced to let someone else do it. The good news is that the SC unit is proven dependable over the years and you may have suffered a premature failure in one of your system components or just installed incorrectly. However there's a good side "JUST TAKE IT BACK IN" and let EVO and the installer get a grip on what's going on before any damage is done to your engine and let them make the repairs, it's seems it's there problem and cost and don't take the car back until it is fully tested by you. Also if you feel uncomfortable about the SC making noise (not sure it's common) and it's under warrenty so just have it replaced period.

Just my 2 cents.

 

If I could describe the sound, that would be it.

 

after some more research, it appears the oil from the crankcase breather is a common problem with boosted/high HP cars. the oil is in vapour form so when it hits the intercooler it forms into liquid and pools and eventually decreasing the IC efficiency. many ppl have used a catch can for NA cars as well. although oil is not accumulating in the intake pipoes of NA cars, the oil vapours effective lower the octane rating.

here's my ghetto catch can, courtesy of some s2000 guy and home depot .

the catch can is actually an air compressor filter w/ 21 scfm of flow (is that the same as cfm?). it's about 4~5" in length but because of the cramped quarters i still had to remove the engine compartment fan. i probably will relocate it so i can retain the fan. the fittings i attached to it are 1/4" ID but with the 21 SCFM i figured it would be ok.

right now i have it venting to the atmosphere. the filter looks like it's doing it's job as there is no oil spray from the exit of the filter.

the oil trapped is only from 25 miles of driving, ~6 seconds of full boost, and no hard cornering... just commute driving. looks like i'll be emptying it rather frequently.

 

That's pretty cool. I'm amazed it caught so much oil after only 25 miles.
I bet if you'd had this that day you convinced me to buy an SC setup it would have have been full.

I think I'll look into installing something along those lines, anything to keep that cooler in the clear !

:-)

 

all you supercharged guys, check your pipes and intercooler. oil seeping from the boost hoses and onto the cats causing a plume of smoke prompted me into checking things out and adding a catch can.

where is all this oil coming from....?


looking into the IC



looking into the supercharger

 

I LUV the smell of inspiration in the morning.. My understanding is SCFM is different, means that filter will flow 21 SCFM at 14.7 PSIA, 68Deg. F and 36% relative humidity in other words it's corrected and just straight CFM is not. Your results may vary as those parameters change, but it should be plenty. I looked at doing it that way (and looks great and visually maybe checked) but was worried that the 1/4" in size was to small and would cause back pressure which I never confirmed, I even contemplated redrilling the size to 3/4 " at least for piece of mind. If it works what the heck and Home Depot is a great backup Porsche parts outlet. I suppose if you get oil coming out the oil filler neck then it's producing to much back pressure, now if your feeling bold tee off to your SC drain with a inline checkvalve and I can live vicariously through you.

 

i was thinking the same thing.