Club G40 Forum
Technical => Superchargers / G-Lader => Topic started by: 1982mk1 on August 18, 2012, 10:32:02 am
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Does any one know what this might be for?
(http://farm9.staticflickr.com/8439/7806986158_9958decea4.jpg)
It came with my project, but the guy never said what it was for. Im thinking that one end goes to the second inlet into the charger, and maybe the other end to the crack case breather?
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Bingo! That'l be what it is. Its so you don't get the hot air recirculation but you still get the oil mist from the crank case to lube her up!
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Bingo! That'l be what it is. Its so you don't get the hot air recirculation but you still get the oil mist from the crank case to lube her up!
So is it worth putting on? And remove the carbon canister and all the pipe work ect?
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You either need it on or use the ptfe grease they sell on here. I would stick it back on personally.
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Actually it might of been used like this?
(http://img169.imageshack.us/img169/4540/motorkompressorld5.jpg)
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hmmm I wonder how the above works then ! ? ..
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Actually it might of been used like this?
(http://img169.imageshack.us/img169/4540/motorkompressorld5.jpg)
Thats actually a really good idea! Wander how they blocked the TB butterfly flap though?
Are there any more pictures of this?
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From what i can see i think this is how they set it up.
The boost pipe from above the radiator is replaced with one of them t piece ones, they they got a forge diverter valve, same as what my s3 has dv007 i think, then they use a 25mm? silicone hose to the charger inlet, the vacuum pipe is then run from the top of the diverter valve to a t-piece the is fed from the fuel pressure regulator (you can see it all in red) take the t-piece off the throttle body, cut it off and then get a plate welded on it. A few people that go turbo do the same to the t-piece. Then the diverter valve works just like a dump valve. I think diverter valves suit turbos better rather than superchargers, as it helps keep the turbo spooling or something? Not really sure.
I thought about doing it to mine as i dont really like the t-piece always being open, could get a filter but this looks better ;)
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so as long as you have a dumpvalve on a supercharged setup you can get rid of that extra butterfly setup on the top hat? dont like the scruffyness of that valve, may consider removing it if i can then!
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Yeah, you dont have to have a diverter valve like the above one, a dump valve will be ok as well.
Or you can put the diverter/dump valve on the throttle t-piece.
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Tempted to take my s3 one off at see how well it works.
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Yeah, you dont have to have a diverter valve like the above one, a dump valve will be ok as well.
Or you can put the diverter/dump valve on the throttle t-piece.
Could remove the second butterfly flap and then add a diverter valve?
Despite all the obvious reasons covering the boost return, why didnt VW do this so all the boost enters the engine? Does it have anything to do with fuel economy? So when on very little or no boost, its just like driving a NA car?
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Yeah you would have to otherwise there wouldnt be much point.
Sucks oil from breather pipe to lube charger.
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Yeah, you dont have to have a diverter valve like the above one, a dump valve will be ok as well.
Or you can put the diverter/dump valve on the throttle t-piece.
Ahh i see, any side effects from this? I did ask someone and got advised against it with a charger. Really wouldnt mind doing the snip and cutting it off though.
Sorry for the thread hijack 1982mk1, it seemed right at the time to ask in here. :-[
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Despite all the obvious reasons covering the boost return, why didnt VW do this so all the boost enters the engine?
because you don't want that, it wouldn't even run. You don't want all this extra air being forced into the engine when there's no demand for it. Using a dump valve like this is silly and wont cause all the extra air to go in anyway, the dump valve will just be attempting to constantly bleed it off, they aren't designed for this job, the boost return valve is a good way of doing that! I just can't see the point of this set up, there's no gain to be had. It's been tried lots of times over the years.
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Ahh i see, any side effects from this? I did ask someone and got advised against it with a charger. Really wouldnt mind doing the snip and cutting it off though.
Sorry for the thread hijack 1982mk1, it seemed right at the time to ask in here. :-[
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Thats fine POLOMON, im as interested as you are! ;D
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side effects could be that the dump valve can't maintain enough air flow to keep the vacuum levels in the engine correct off-boost. I know someone tried using 2 dump valves once to over come this. Just caused weird running issues.
There's nothing to be gained here, at best it's a waste of money.
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Ahh i see, might have to leave that scruffy T piece on for abit longer then. I dont mind mods that dont increase performance if they are abit more aesthetically pleasing but if its more of a head sore than a eye sore i'll live with the eye sore ;-)
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So how do people get away with using a G60 throttle body?
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So how do people get away with using a G60 throttle body?
G60 throttle bodies also have a boost return, its the same system just a different way of doing it. The only way to get a progressive throttle without the boost return valve I would have thought is having a throttle body before the supercharger that altered how much air intake the whole system could have.
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I have never really paid much attention to a g60 throttle body up close, next time i will.
Throttle body before supercharger sounds very complicated :)
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Would that not be damaging to the Charger in any way?
One minute full boost and the neck a sharp stop to all Air.
Or even at 4,000rpm how would the charger cope with minimal air.
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I don't see how it could damage the charger, it just wouldn't be pumping very much thats all.
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My mate fitted an eaton m45 to his old MGB with a carb on the inlet. Seemed to work alright. granted it's a different charger and not a TB but the theory is the same.
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That is good then, in my head i somehow managed to think it could have been.
But i still think it would be an extensive amount of work.
I have now seen 2 G40's running the g60 throttle, both high powered.
I wonder what made them decide to follow that route
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most of those big American supercharger stacks seem to use a similar arrangement too. With those big "fly catcher" throttles on top of the supercharger to stop air getting in.
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I guess they want the g60 throttle body because it's bigger.
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Do you know the size of the TB on a standard g60?
At what point would a G40 throttle become restrictive though?
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Drag cars use them same thing as well.
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I tried to find out and i asked mad mike but he didnt get back to me.
I guess if a G40 is 45mm maybe a G60 is 65mm?
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A G60 throttle is totally different, its got two butterflies in it much like a polo GT, and I think the primary throttle is actually smaller than the G40 one.
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Also there wouldn't be any point in getting anything bigger than 57mm as that is the size of the engines intake pipework ;)
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Indeed.
Oh well i never knew that.
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depends if you are using the standard intake pipework! Which I'd have thought not if you're modifying to the point where the throttle body needs to be bigger than 51mm.
There's also the possibility that if using after-market management you can get better throttle control using dual butterflies. Andy does the same on his although I think he's using parts from an NZ engine.