Catch Cans, PCV Systems Explained, Electric Vacuum Pump Conversion, Cold Air Intake - Volvo 740 D24T
Vložit
- čas přidán 9. 07. 2024
- Today, I get the intake, PCV system and catch can setup and explain why you should have a catch can/how they work.
Then get the electric vacuum pump installed after I deleted the original mechanical pump.
Finally, I work on all the little details to get the engine bay finished.
00:00 - Intro
00:40 - PCV systems and catch cans explained
10:05 - Catch can install
19:29 - Intake and airbox
28:27 - Vacuum systems basics
32:41 - Vacuum pump install
45:14 - Engine bay details
54:20 - Engine bay before and after
55:00 - Outro - Auta a dopravní prostředky
Very nice of you to explain not only what you are doing but also why its important, really looking forward to the day this car is finished and on the road again
Great job! Your knowledge, narration and humor make your videos a pleasure to watch. As a RWD Volvo enthusiast, thank you!
Thank you! That means a lot!
The amount of knowledge is incredible. Keep up the awesome work.
It’s unbelievable to see the transformation of where this car was to what it is now thanks to your expertise. Love how everything is coming together and how it’s retaining a more stock oe look.
Just got to love your reasoning: “because Volvo of course” 😂🤣😂
Great update, truly a gorgeous piece of 🤔🤔🤔🤔 Volvo, can’t hardly believe how good it looks like right now, especially looking back at what you started with 🤗👍👍🤗
Engine bay looks so clean! Cant wait to see this thing come together.
Great explanation and easy to understand...one of the best car channels on CZcams IMO...keep the content coming!
Thanks! Can do!
Just so enjoyable to watch you solve problems! Great work.
Great video. I’m excited to see the finished product, at the same time I’ll be sad when it’s done, because you’re the only source of really enjoyable Volvo 700 series content, and if this car is done then where will I get my fill of Volvo 700 series videos?
Also, love your use of mismatched construction sounds, hilarious!
Great video,,,, The problem is the amount of vac used in many current PCV Systems. Honda/Acura is using as little as -.2 to -.6inH2O, run up a high of -2. to -6.inH2O. This isn't enough vac to pull heat/blowby away from the ring pack in particular the oil control rings. If you have an engine prone to consuming oil, it probably has a low vac system. Toyota does this as well on some of theirs, builtin CC.
If you remove the oil filler cap at hot/idle and there's no change in idle it probably has the low vac system. You'll also probably see blowby coming out of the valve cover with no signs of vac present. You need -1. to -3.inHg to effectively pull these gases out of the oil. 70% of blowby is HC's with moisture. These molecules are lite and ready to be pulled from the heavy oil. There are 2 ways to clean the oil, the oil filter and the PCV System. They've in affect disabled the later I assume for EPA regs and they can't rely on the customer to empty the external CC.
These contaminants in the oil shorten it's duty cycle and short OCI's are in it's future.
I gutted the PCV Valve on my 10 MDX J Series V6 and went to an external V8 Chevy valve with a .125 restriction on the Fresh Air side and got the vac in the window I was shooting for. The CC has tar black oil after a thousand miles(2 tablespoons)with no gas smell while my crankcase oil stayed clean. Kudos on your fab work. If you mount a Venturi in your adaptor 26:56 you can keep your vac up at WOT.
I found this off of a F1 site that I can't prove or disprove but sounded accurate, Honda builds F1 so I can't believe they don't know this.
Oil has around 40 Octane. If you have an engine that detonates and has oil consumption issues, guess what.
5 inHg (2.5psi) crankcase depression is enough to:
* eliminate the need for valve stem seals for drag reduction (assumes heads are vented to crankcase)
* eliminate the need for oil rings on the pistons (or very weak zero-drag oil rings)
* eliminate totally any oil contamination of the combustion chamber (slightest minute trace causes detonation which you must design out or "tune out" with the usual methods that reduce power)
* eliminate compression ring flutter and maintain perfect seal at WOT and near-WOT (assuming intake port tuning is somewhat correct)
Love the longer videos.
Can`t believe its been 2 years already, time runs by a little to fast for my liking. Btw, the shrek moment gave me a good laught😂. Im exited for the next couple episodes, keep up the good work 👍.
Thanks man! Fun fact: Shrek has been hiding in the intro shot in every video on this car.
@@bakedbeansgarage116 I haven`t noticed it, probably why it cought me so off guard😂
Another entertaining & informative video. Good work! the pump kind of sounds like the 80s board game Operation
My new fav youtuber, we need more 240 content tho
Thank you! The 245 will be back soon! Focusing on the wagon and GTI right now to clear up shop space.
Excellent pcv system diagram
Damn good job dude😁 please keep making longer videos👌 is it possible to get a pdf version of the D24tic engine service and rebuild manual?
link the merch! your channel is priceless!
Amazing content 👌
At 4:00 you mention "old school guys" deleting PCV systems simply because it's an emissions device. The truth about why it used to be done is quite different though. Early(crude) PCV systems would often contaminate the air/fuel mixture at WOT, effectively lowering the fuels octane rating, and cause knocking. The systems also tended to increase carbon build up, again increasing the likelihood of knocking.
This wasn't a major issue for older vehicles that were designed for, and ran on, leaded gasoline as the fuel had octane to spare. It typically wasn't a problem with later(1970's) stock low compression engines either. Hotrodders are gonna hotrod though and as they ditched their dished pistons and swapped back to small chamber heads, the early PCV systems showed their faults.
On a modern street car there's no reason to delete the PCV system. They are now usually computer controlled through a solenoid and don't allow crankcase gases to enter the combustion chamber under heavy loads. There is still a case to be made for going a different route under extreme conditions such as for sustained high RPM or forced induction engines that build more crankcase pressure than a normal PCV system can handle. Those applications often use belt driven vacuum pumps that vent through a catch can.
Nice video 👍
shout out to the pcv system cause my 940 turbo has almost no rings and sounds like a diesel but keeps on going
duude, love your videos, keep em coming, your explanation is the best!
btw, can i get your climate vacuum diagram? mine is not connected to anything, i need to fix it and cant find anywhere my car is 740 1990 b230e with the same climate control.
didnt really get why the pump isnt "lagging" and what you did about it.. I tried doing this on my old 960 d24tic but i got explained for me that beacuse the ac is "powered" by vacuum it wasnt fixable and that i could ride as it was.
Your videos on this series are amazing, this is helping me swap a d24tic into my 245, I am wondering how that altitude compensation bobble is wired? I have the solenoid on the side of the pump but nothing else, is it required to run?
Thank you! Can't wait to get back on my 245 d24t swap, but the wagon and GTI are priority at the moment. The altitude switch is fed power from the ignition switch and feeds a separate solenoid on the injection pump, the one on the bottom with the little hard line. Only the main solenoid is required to run, the secondary solenoid just adjusts timing and enrichment for lower atmospheric pressure.
please make sure to put some dynomat and sound abosorb in the doors it will make a night and day difference. Talking from experience cause i drive a 240 diesel
PS also put some sound absorb under the hood and and put some sponge in the shifter hole cause the injection pumps are really noisty at like 2-3k RPM. Sounds like a loud sewing machine
Yup. Will do. I did the same in my rabbit, but it's still a noisy sardine can.
Project is coming along really well! Having to repair the paint for a faulty captive nut sucks. Excellent point about the direct injection engines. Big issues with carbon build up in the 2.0L (VAG based cars) and I suspect pretty much every DI engine given enough time. Good to see you making headway and taking us along for the ride.
Yeah, I would have been pretty irritated about it if it wasn't hidden by the bracket, but oh well. I need to get a catch can on my daily as soon as the warranty is up. Thanks for the support!