MRC vs. Pippyrips' B7 RS4

[silverRS4]

the output line from the cyclone seperator to the intake manifold is disconnected and has a small filter on it?
or the lines from the valve covers are disconnected?

I don't think its either. There is no output "line" between the separator and the manifold - the separator is attached to and discharges directly into the manifold. The aluminum, tapered, silver outlet directly above the upper yellow arrow is the means of the discharge. The yellow lines indicate the drain line for the oil collected by the venturi to return to the sump. The breather pipes from the valve covers join together right before they enter the venturi. They are not attached to the air inlet ducting at all. There is a pipe clipped to the airbox which I believe just goes to the secondary injection pump (no reason for a filter there). There are also (2) small lines on the inlet duct immediately before the throttle body. Those also have nothing to do with the venturi or breather system. Without a picture of any particular hoses that are rerouted (if any) with the GruppeM its hard to say. If they put a filter anywhere on the breather system, it will be dripping oil like a '32 Ford.

[RI_RS4]

This will also be happening in the R8s and Q7s.

It's happening on all Audi/VW FSI engines 4-cylinder, 6-cylinder, 8-cylinder, 10-cylinder. I talked to my service adviser yesterday and he said he personally had three 3.2L V6 FSI engines with intake valve deposits in this week. He's one of five service advisers there.

[Andyuk911]

RI_RS4, anybody used seafoam on your side of the pond?

[sonny]

http://img141.imageshack.us/img141/9994/p71.jpg

Here is a pc of the crank case breather filter that comes with the GruppeM, I have had mine on for some time and have had no oil dripping! (btw pic borrowed from my archives).

[silverRS4]

Thanks. That is the line I thought you were talking about. However, if GruppeM calls it a crankcase breather, they are mistaken. That is simply the hose that supplies the secondary air injection pump. So rather than draw air from the stock airbox on the clean side of the air filter, the pump is now drawing ambient air that is filtered with the nifty little KN filter. That is perfectly acceptable. And contrary to my earlier post, the filter is a good idea since its now completely separated from filtered air from the airbox. Likewise, it shows no signs of oil because that hose/pipe has nothing to do with the crankcase ventilation system.

[sonny]

Thanks. That is the line I thought you were talking about. However, if GruppeM calls it a crankcase breather, they are mistaken. That is simply the hose that supplies the secondary air injection pump. So rather than draw air from the stock airbox on the clean side of the air filter, the pump is now drawing ambient air that is filtered with the nifty little KN filter. That is perfectly acceptable. And contrary to my earlier post, the filter is a good idea since its now completely separated from filtered air from the airbox. Likewise, it shows no signs of oil because that hose/pipe has nothing to do with the crankcase ventilation system.

Apologies, it was me that called it the crankcase breather Not GruppeM (K&N call it the KCB), so do you think that this hose contributes to the carbon build up in the head?

[silverRS4]

No, its not related at all. The secondary air injection and crankcase ventilation systems are separate systems. There was also some reference earlier in this thread to exhaust gas recirculation. That is not the case with the 4.2FSI. No hot exhaust gases are introduced (injected) into the cylinder heads - anywhere. I believe the valve overlap control offered by the ECU achieves the same purpose passively. To get this hijacked portion of the thread back on track (sorry Pippy!), the buildup on all FSI intake valves is due to the oil-separation system already designed into FSI engines being overwhelmed (or under-designed). That in itself is not a huge problem, but the fact that FSI engines have no cleaning effect offered by fuel being injected upstream of the valves means the intake valves suffer from build-up. Its really that simple.

[pippyrips]

No, its not related at all. The secondary air injection and crankcase ventilation systems are separate systems. There was also some reference earlier in this thread to exhaust gas recirculation. That is not the case with the 4.2FSI. No hot exhaust gases are introduced (injected) into the cylinder heads - anywhere. I believe the valve overlap control offered by the ECU achieves the same purpose passively. To get this hijacked portion of the thread back on track (sorry Pippy!), the buildup on all FSI intake valves is due to the oil-separation system already designed into FSI engines being overwhelmed (or under-designed). That in itself is not a huge problem, but the fact that FSI engines have no cleaning effect offered by fuel being injected upstream of the valves means the intake valves suffer from build-up. Its really that simple.

You carry on, every day is an education

[duud40]

Painfull .... Would mounting 2 oil catch cans after the oem separator and then a vacuum pump that vents the gases to atmosphere rather than intake (in this case the vacuum source replaced by the pump) resolve the problem?

[sonny]

Painfull .... Would mounting 2 oil catch cans after the oem separator and then a vacuum pump that vents the gases to atmosphere rather than intake (in this case the vacuum source replaced by the pump) resolve the problem?

The reasons why Audi did this in the first place on the FSI engines is to keep emissions low, doing that I presume would would make the emissions high, but as you say this may well solve the problem, again sorry Pippy for the thread bastardization.

[duud40]

On topic, power gain wise, direct injection means every bit of the intake untill combustion chamber should be dry right? This means one could mirror polish intake runners and cylinder head on both intake and exhaust with no adverse effects on power. I know this was good for a honest 10% gain in airflow on intakes with air flowing at very high velocity. Normal injection engines would suffer from poor fuel atomisation in this case but di engines would not ... Right??!!

[sonny]

That's exactly what I was thinking too, so If you have the inlet tracts cleaned, what about the Valves that are on the opposite side to the inlets, did these get cleaned, as if not then surly they will over compensate.

So Pippy how has the car been running since you had the work done, and what mileage you up to now since you had the work done?

[P_G]

When researching the polishing and flowing issue some parts to benefit from this but polishing them to e a smooth as a babies bum in some areas have no discernable effect.

[pippyrips]

That's exactly what I was thinking too, so If you have the inlet tracts cleaned, what about the Valves that are on the opposite side to the inlets, did these get cleaned, as if not then surly they will over compensate.

So Pippy how has the car been running since you had the work done, and what mileage you up to now since you had the work done?

MRC cleaned up both banks and the car has done 900 miles since the manifold went back on.

The car is running very with with no noticable side effects. It's the same car, only more responsive, stronger and quicker.

[sonny]

OK that's good, I have been talking to Lucas too, and am looking at getting the same work done, however i'm interested to what you head will look like in 1500miles. I'm glad you have noticed a difference in its drivability.