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Well, the other day i was driving around, doing some tuning, when I looked in my rear view mirror as i usually do after a hard pull. And i see smoke. So i do some more testing to see if it's just over enrichened or something much worse. It's oil smoke. But it only appears after i do a WOT pull and let off, i don't notice it during the pull, but i'm usually a little busy to be watching that closely. Any ideas of what it could be? I don't really want to pay to rebuild a turbo that is much to small for my application, then again, i don't want to have to rebuild it at all. Any input would be appreciated.
Robert
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Joined: Sep 2000
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Hard-core CEG'er
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Hard-core CEG'er
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mine does the same thing. Actually mine has pretty much burned oil since day 1. Still not sure if its the turbo seals or the pistons rings, but im guessing rings. Who knows.
Jim Hahn
1996 T-Red Contour SE Reborn 4/6/04
3.0L swap and Arizona Dyno Chip Turbo Kit
364 whp, 410 wtq @ 4,700 rpm
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Hard-core CEG\'er
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Crank case ventilation. Once I changed out that valve to one intended for boost it made a monumental difference.
2001 Lincoln LS8
1994 Lexus GS300
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Joined: Sep 2000
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Originally posted by Keyser:
Crank case ventilation. Once I changed out that valve to one intended for boost it made a monumental difference.
Chris, which one did you change it out to? Lightning?
Jim Hahn
1996 T-Red Contour SE Reborn 4/6/04
3.0L swap and Arizona Dyno Chip Turbo Kit
364 whp, 410 wtq @ 4,700 rpm
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Yes the lightning. I had to just switch the tops on the valve and it worked well.
2001 Lincoln LS8
1994 Lexus GS300
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Veteran CEG\'er
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Veteran CEG\'er
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Are you talking about the box that bolts down between the heads that the PCV hooks to?
1999 3.0L Cougar: 220fwhp and 200tq
2003 VW Passat W8 with 4 Motion AWD
http://www.cardomain.com/ride/300644
PM for intrest in 3L SVT Contours, 3L swaps into your current car, Prepped 3L engines, or anything 3L related.
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No, the plastic connecotr ON the PCV that is specific to the COntour V6 that has the Carbon Canister click-on connector and the hose barb from the UIM.
2000 SVT Turbo 295hp/269ftlb@12psi
#1 for Bendix Brakes Kits!
Knuckles rebuilt w/new bearings $55
AUSSIE ENDLINKS $70
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A lack of planning on your part does not constitute an emergency on mine!
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Originally posted by Keyser:
Crank case ventilation. Once I changed out that valve to one intended for boost it made a monumental difference.
It could be the PCV system but the stock PCV valve is more than sufficient to seal off the boost. If it is sealing normally and has the venting system setup correctly then there should be no smoke, or at least not visible to you in your rearview.
I'm inclined to think it's the rings. Stock pistons and rings will NOT blow smoke under WOT with the STOCK pcv valve unless they aren't sealing perfectly. I have not been convinced that the aftermarket pistons and rings being sold are actually sealing correctly as this isn't the first complaint or issue of smoke on the forged setup with aftermarket rings that I've heard of.
As far as the smoke issue, I had the exact same symptoms and I proved this to myself when I redid the pistons after blowing the first set. I honed the engine by hand and the rings never did seal up as tight as I liked though at first they were good. Over time the compression fell from being even to being 15% off in variation from cylinder to cylinder. Funny but they were all still in the standard according to the Ford cd but you know there were several cylinders that were not sealing as well as the others.
WHen I compression tested them it turned out that the low ones were the ones that were scored when the first sets of pistons broke. The only solution was a professional rehone and resize of pistons and rings.
That brings me back to the Forged pistons. THey design them with more clearance for expansion under heat. THe ring end gap is designed to be wider too. Under moderate conditions this will allow a lot of blow-by into the cyclinders even though there may have been nothing done wrong on the install. It seems to me that in our community here we will have to continue to research/test and adjust piston clearance and ring end-gap on this engine until such time as someone figures out the correct range of values that will work without having too much blow-by, noise but not fit too tightly as the pistons expand. Most of the clearances are being borrowed from other engines, especially the old school V8 crowd which I don't think are as relevant.
Back to stock pistons. The casting alloy and method used on the stock pistons causes them to have very little thermal expansion under higher temps. Consequently the clearance on the piston-walls is much tighter and the rings have a tighter gap. All of this minimizes blow-by and makes a quieter engine.
So there you have it. If he has stock pistons in that car then he is probably S.O.L. and needs to check compression. If he went forged then he needs to consider the other factors.
Former owner of '99 CSVT - Silver #222/2760
356/334 wHP/TQ at 10psi on pump gas!
See My Mods
'05 Volvo S40 Turbo 5 AWD with 6spd, Passion Red
'06 Mazda5 Touring, 5spd,MTX, Black
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The bottom end is forged. It's running Total seal rings. It didn't start doing this till recently, like within the past couple days. Before then, it was fine. Even on the 2.5L it was fine, never had any smoke. But this 3L is only smoking imediately after a WOT pull. Regardless of boost level.
The 3L rotating assembly was done professionally. All honing and crosshatching was done by machine. The motor has around 8k miles on it so far. Did the break-in procedure as recommended by the engine builder and my mechanic. I'm using the GT28R that came in the Streetflight kit. I know my motor is way too much displacement for that tiny turbo.
I guess i need to get it somewhere where i can run it and be able to have the hood open to see if there is anything coming out of PCV valve or not just to rule it out as a possibility.
Thank you,
Robert
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Check your oil drain Robert. It's really difficult to get it completely verticle.
2001 Lincoln LS8
1994 Lexus GS300
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