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> Si a mea...., E46 320i
bartro
post Sep 23 2019, 10:15 AM
Post #241


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Vacuum in admisie e maxim la ralantiu, 15inch hg s-ar putea sa fie o valoare normala pentru admisie la ralantiu.
In carter, daca ai CCV functional, ar trebui sa fie mai putin, nu stiu cat, dar am gasit aici ceva informatie:
https://www.bimmerfest.com/forums/showthread.php?p=5068323
https://www.bimmerfest.com/forums/showpost....amp;postcount=8

" Then I measured crankcase vacuum accurately & found 9 inches of water column vacuum; well outside the 4 - 6 inches specified by BMW"
"BMW specs for the CCV are 10 to 15 millibar crankcase vacuum at idle, which converts to 4 to 6 inches of water column."

4 - 6 inch water ar fi in jur de 0.3, 0.44inHg.

Este posibil ca la tine sa scade asa mult pana se deschide valva din CCV dupa care mentine un vacuum mic (dar corect), prea mic ca sa-l poti citi bine pe ceas?

Inca un articol despre ccv, la motoarele mai noi:
https://bimmerprofs.com/crankcase-ventilation/


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BBo
post Sep 24 2019, 01:40 PM
Post #242


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QUOTE (bartro @ Sep 23 2019, 11:15 AM) *
Este posibil ca la tine sa scade asa mult pana se deschide valva din CCV dupa care mentine un vacuum mic (dar corect), prea mic ca sa-l poti citi bine pe ceas?


Cred ca e posibil. Pentru ca scaderea e foarte abrupta - practic pun adaptorul, in urmatoarea secunda urca acul si in a doua secunda cade pe/spre 0.

Pana la urma, credeti ca e safe sa asigur ventilatia in baie din cotul de admisie ?
Las mai jos toate comentariile de pe youtube gasite legat de asta (sunt ale aceluiasi tip):

QUOTE
I have this system for a few months, after i digg much i found that this way we got unmetered air and crazy fuel trims, and sometimes i got a oil light pressure on and the car bounce when i leave the clutch to start.
The oil pressure drops because all that vacuum goes over the oil pump.
I solve this on very simple way, i run a fresh air inlet from the oil dipstick to a ''T'' after the MAF, this results all the air being metered and oil pressure its normal now, i found that the idle its so smooth that i cant really found the engine its on LOL
Go search for PCV systems and you will found that all of then have fresh air inlets, in this cars we need to found an way to insert fresh and filtered air into the crankcase and to keep the fuel trims good we need it metered, so i decide do use the unused oil dipstick nipple, and it works wonders biggrin.gif


QUOTE
Curiosly i found a small leak of oil after 5000km that is because pressure creatted on the crankcase in high rpm, so its good to check. And the fuel trims normalize after add this fresh air inlet, the fuel trims are crazy because the blow-by gases its teoricaly '''already metered air'' that gets in the engine, so if your rings are worn and let scape some more than normal blow by gases or you use some diferent specs PCV like us, the ECU adapts because it thinks there is a air leak, so the solution is, put an T after the MAF and connect it to the crankcase, so all the vaccum needed its still there but all the air needed for it its metered because it gets in crankcase via MAF air.


QUOTE
And i found that if you do the things in that without fresh inlet, the PCV cant flow out the blow by gases efficiently, creating pressure in high rpm, because the volume of blow by gases created by the engine its superior to the volume the PCV can extract because there is no circulation. In my case i see the i have vacuum in the crankcase just in idle, on high rpm i have pressure that makes oil leaks.
So i solve this by put a hose from the unused oil dipstick nipple to a T after the MAF biggrin.gif
And in case the PCV got stuck instead of blow the crankcase somewhere the excessive pressure goes into the intake boot.


QUOTE
Theorically in high rpm you only need vaccum to extract the blow by gases and generate air flow, so the vaccum needed just need to be superior to the pressure generated by blow gases and there you go.I tested it on HIGH rpm by disconecting my fresh inlet and see if it is still sucking gases and yes its sucking really good, its a pretty decent amount of air being sucked that if wasnt metered can make a lean mixture probably. No sir i connect this into the intake boot, not after the throtle, the intake boot have no vacuum, the vacuum starts after the throtle body. By T i refer that F on the intake boot yes.


QUOTE
Think with me...you have a closed bottle you can suck more air than air inside it? Lets supose that bottle have some gases inside and you need to purify the air inside it (PCV function is to avoid oil mixture and reuse the HC that passes trught rings to being reburned, this means better fuel economy theorically) if you just suck the air inside the bottle can you remove completly the gases? You probably cant because there is no flow, just vacuum. What if you put an hole in the back of the bottle? You can? Probably bacause you have flow. Just me thinking.......makes sense? So the vacuum itself i think makes nothing, the CCV systems on the BMW cant make any sense to me because of that, i already tried to understand, i already study fluid dinamycs, others PCV systems, and no one of the other systems that i study is like this, without an fresh air inlet...


QUOTE
The purpose of the PCV system its to aspirate the blow by gases....but you need an inlet and an outlet...in theory you cant remove all the gases from one bottle just by sucking...but if you suck from one side and let fresh air to get in all the gases have been aspirated...so i decided to connect one hose with an one way check valve from the dipstick into the F connector...so the inlet its filtered and metered...i still got nice vacuum on the crankcase i'm sure all the gases are getting sucked smile.gif
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bartro
post Sep 24 2019, 02:21 PM
Post #243


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Aer tras din cot dupa debitmetru nu este unmetered, nu ar trebui sa cauzeaza 'crazy fuel trims', vad ca abia apoi a realizat asta si individul care a scris relatarea.
Carter e un spatiu comun, nu vad cum ar afecta prezenta sau nu de depresiune in tot motorul circulatia sau presiunea uleiului, there is no vacuum that 'goes over the pump' din cate vad eu.
Ca sa te asiguri ca nu trage ulei poti sa incluzi o valva unisens in circuitul. Si tot cred ca ar trebui sa fie de capacitate mica, legatura.
Nu stiu ce vrea sa spune cu 'put a T after MAF' dar cred ca vrea sa fie masurat si aer de blow-by ca sa aibe fuel trim cat mai mic. Eu nu stiu daca MAF rezista la aerul din carter care e mai mult sau mai putin curat.
Legatura Carter - PCV - galerie admisie ar trebui sa fie capabil sa duce o cantitate anuma de gaze, o indicatie buna probabil esre diametru furtunelor originale. Si da, sunt unmetered.


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BBo
post Sep 24 2019, 03:43 PM
Post #244


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QUOTE (bartro @ Sep 24 2019, 03:21 PM) *
Aer tras din cot dupa debitmetru nu este unmetered, nu ar trebui sa cauzeaza 'crazy fuel trims', vad ca abia apoi a realizat asta si individul care a scris relatarea.


Nu, era vorba de aerul reintrodus in admisie inainte de a trage ventilatia din F/cotul admisiei.
Ala se amesteca cu aerul normal tras prin admisie (asta fiind masurat) - dar in cilindri ajunge/ajungea aer curat masurat de debitmetru + aer recirculat de PCV. D-aia zicea ca avea fuel trims ca la balamuc...


QUOTE (bartro @ Sep 24 2019, 03:21 PM) *
Ca sa te asiguri ca nu trage ulei poti sa incluzi o valva unisens in circuitul. Si tot cred ca ar trebui sa fie de capacitate mica, legatura.


Da, la asta ma gandeam si eu - dar valva unisens sa permita circularea aerului in sensul COT ADMISIE => BAIE ULEI.
Invers nu, sa blocheze. Adica atunci cand apesi pedala => se deschide clapeta de acceleratie => vacuum in cotul ala de admisie => valva nu permite "tragerea" de ulei din baie.
Ci vacuum-ul creat de miscarea cilindrilor sa "traga" aer in baie prin legatura asta creata...

Dar asta se bate cap in cap cu afirmatia lui :
QUOTE
And in case the PCV got stuck instead of blow the crankcase somewhere the excessive pressure goes into the intake boot.

ohmy.gif .... nu prea vrem acest lucru

QUOTE (bartro @ Sep 24 2019, 03:21 PM) *
Nu stiu ce vrea sa spune cu 'put a T after MAF' dar cred ca vrea sa fie masurat si aer de blow-by ca sa aibe fuel trim cat mai mic. Eu nu stiu daca MAF rezista la aerul din carter care e mai mult sau mai putin curat.



Schema pt M54 e asa:


Aer de blow-by nu ajunge acolo pentru am pus valva de mai sus. Presupun ca el a vrut sa faca urmatorul lucru: vacuum-ul din baia de ulei sa "traga" aer curat din admisie (aer masurat) pt fuel trim mic.
Intr-adevar, daca ar fi invers - aerul din baie sa urce in cotul de admisie - ar fi cam nasol, desi legatura e facuta dupa debitmetru (asta nu inseamna ca nu poate ajunge, contra curentului de aspirare). Dar pe langa aer, poate urca si altceva... deci big no-no ? unsure.gif


QUOTE (bartro @ Sep 24 2019, 03:21 PM) *
Legatura Carter - PCV - galerie admisie ar trebui sa fie capabil sa duce o cantitate anuma de gaze, o indicatie buna probabil esre diametru furtunelor originale. Si da, sunt unmetered.


Da, asta am reusit sa fac cu valva asta noua comandata - folosita si de ei in SUA. Am eliminat reductiile. Folosesc furtune de 5/8 (16mm) de la capacul valvelor => catch-can => valva PCV => distribuitorul de pe admisie.
Am numai prinderi de 16mm, acelasi diametru ca si cele originale.
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BBo
post Sep 27 2019, 12:12 PM
Post #245


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A venit valva.

Pt posteritate - e de plastic (puteam sa jur ca e de metal), diametru de prindere - 16mm.
Nu se compara ca flow cu cea gasita initial de mine (de la GM).



Ramane doar sa imi mai fac curaj pt montaj si sa gasesc pozitionarea corecta - furtunuri cat mai scurte + asta:

QUOTE
So I watch your video and discovered that not only does the pvc value needs to be facing the right direction, but mainly I must say that the check valve itself also should be facing vertical in place to work properly , meaning the (ball type) that's inside the check valve should be on top so it's closed even with just a little vacuum on it (idle).. (gravity is keeping it down closed ) however when thottle is increased the slightest vacuum increases enough that the valve opens (ball is pushed up) at that bmw recommended vacuum pressure .. if it's the wrong check valve (light duty ) or its laying horizontal the valve will never be closed( ball type) .. It will stay open at idle and uses engine vapor (incomplete combustion) that causes idle surges when warming up at cold starts only. When icv is fully opened at operating tempertures, restarting with this warm engine now, everything is fine until the next morning start ..other out there when you realize how a check valve works then you'll understand that it must be upright and pressure must open it at the right time .. that's why there's different pressures for different models... FIXED! THE RIGHT CHECK VALVE , ARROW TOWARDS VACUUM , VERTICAL INSTALLED.



M-a convins si ventilarea blocului (baia de ulei) prin cotul de admisie dupa debitmetru. E mai complicat intrucat furtunul de vacuum are 7mm, joja are 10mm (desi exista pareri si pt 12mm) si nu exista supapa unisens cu dimensiuni diferite de prindere. mellow.gif

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