mx5cartalk.com

Hey Boris,

What inlet did you use?

Did you consider fitting and aftermarket oil/air separator to reduce oily crankcase vapours being vented back into your intake?

I take it you experienced a multitude of problems with your intake?

D.

I thought all turbo's had some oil misting in the intake tract? When I've asked about it I was always told it was normal.

Oil in the intake is not necessarily the result of an open air intake because its seen in the OEM intake as well. It is normal to see a small amount of oil in the charge pipe. If you have large amounts of oil in it, it sounds like a crankcase pressurisation issue which has been seen in tracked applications.

CT wrote:The SE has a factory fitted crankcase evacuation system using a bernuolli effect from a back cut tube in the inlet pipes to equalise the pressure between the camcover and the sump via a plumbed oil catch can that drains back to the sump. Our race cars experienced excessive pressurisation due to the higher and more consistent revs which caused the oil in the sump to be under greater pressure than the camcover and push oil back up through the sump drain, through the catch can and out into the engine bay or inlet tube.

The fix is simple, we block off the sump drain, so it can't push oil back into the catch can and starve the sump of oil. We still use the PVC valve and feed the exhaust side breather into a CAMS approved catch tank with an atmosphere vent - problem solved. After 5 races like this, I had maybe 20mls of oil in my catch tank

Yank tracked MSM owners were complaining of the same issue as well, it was suggested that they run FM's PCV valve. Unsure if it worked as there was no follow up.

THE REAL BORIS wrote:Blackster, you did your mod. 12 months ago, perhaps you don't get the oportunity to run consistent high rpm or have you modified the oil vapour return system?

I've done about 8-10k with my AEM installed with increased boost. I have not altered the catch can line nor have I experienced any abnormal increase in oil charge pipe residue.

I know of two other SE owners running the AEM and neither owner has voiced a concerned about increased oil loss or uncontrollable overboost with there mods. The tracked SE's mentioned above were running DYI open air intakes, but thats not to say crankcase pressurisation issues couldnt happen to our cars under pounding race condtions.

Im sorry that the AEM together with your mods hasnt worked for you. Perhaps you have also picked up that too free flowing breathing mods may overcome OEM limits or no longer disguise native flaws. Eg wastegate creep, the lean spike from closed to open loop and now crankcase pressurisation?

THE REAL BORIS wrote:Spike fixed with a hardware store spring exchange in the mbc. No creep experienced.

Spike caused by the ECU is not the same as a spike caused by a boost controller, although one could result from another.

The OEM ECU hesitation/spike (change in 02 voltage) is more pronounced when the boost is upped. Hesitation is the result of fuel being pulled from closed to open loop, when the fuel is added you get that kick/spike in power.

Boost creep brought upon the wastegate is different to creep cause by differences in charge density.

Wastegate boost creep is caused by a fully opened wastegate not being able to flow enough exhaust to bypass the housing via the wastegate itself. Its been noted with BEGi's breathing mods, specifically the issue with the dual gas dump pipe. Altering boost cannot be achieved by manipulation of a boost controller, you can limit boost by altering the wastegate or I guess cheaply restricting the intake or dump pipe.

Charge density boost creep, is caused by changes in air density brought upon by different climate conditions, hence one of the reasons why MBC's need to be dialled back in colder climates.

If you added an air intake to rest of your mods and it cannot be controlled by a boost controller, then it can only be wastegate creep.

THE REAL BORIS wrote:Not sure why I have given the impression that I couldn't control the boost pressure

try to balance the maximum boost by adding soundproofing/flow restriction to the air cleaner

Back now to the stock inlet with the FM mbc

Restricting the intake to control boost?

Now I have had to dial it back from 13!!! My boost controller needs a lighter spring (at the end of its adjustment).

Did you try the OEM solenoid to see if it hit boost cut?

other than the mbc I have been using had a very short stiff spring and insufficient adjustment to get down below the 10.5# boost cut. I have now fitted the FM controller; it has a spring twice the length and not as strong, so it was easy to get below the boost cut.

Would of been interesting to see if this MBC behaved any different to the others with all the breathing mods.

The FM intercooler upgrade is in with no difficlties!

Good to hear, did you have to remove the bumper to install it?

One cm of oil in the bottom of the old intercooler that we removed

As mentioned previously no mass oil issue here.



Are you sure the oil wasnt in the IC before putting on the intake? Some blow by in the intake charge is normal. If you have large amounts then its likely crankcase pressurisation or there is an issue with the turbo itself.

THE REAL BORIS wrote:There is no doubt in my mind that the spike would occur after 5k if I went back to the stock EBC; it's so well documented by others. No point anyway since an mbc puts you into boost so much quicker, longer and smoother anyway.

I ran the OEM solenoid with all the breathing mods, it held 10psi with no cut. When the MBC was added boost came on earlier and harder, during winter it had to be dailed back because of the cooler climate. The OEM solenoid and MBC both experienced hesitation which was only addressed by altering the 02 voltage.

Didn't remove the bumper for the FM intercooler, but cheated with a hoist! Here's the final job.

Very nice, was it placed off centre right in order to clear the pipping?

You would never believe it wasn't a 3 litre n/a if you didn't know otherwise. No way will I step over the line again and turn a good road car into a hassle machine.

My old ears must be still young because I dont think the air intake with recirculated blow off is loud, for what its worth the full exhaust system is louder. The air intake is probably the biggest restriction on the SE, if it created an extra 3 psi boost for you without physically dialing in more boost that must be saying something. Not experiencing the issues that you have I see no reason to go backwards.

Here's one from left field - could the oil be from an over-oiled air filter?

bruce wrote:Here's one from left field - could the oil be from an over-oiled air filter?

Unlikely, I guess you could also hypothersize that the engine could have been overfilled with oil and under vacuum/pressure found an easy way to escape.

The MK2 AEM pod which appears to be featured in boris photo is non oilable (paper like, single use only), the MK1 AEM pod is re-oilable, it's like the K&N. Makes more business sense for AEM to sell non re-usable pods..........

1cm in your intercooler is NOT a good thing.

Not something that just goes away... Methinks you still have issues to sort out.