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What can't be seen in the above pics are the oil separators. ![]() Externally, the LS2 PCV system appears only to be a couple of hoses - a clean one connecting the throttle body to the rocker cover, and a dirty one connecting the valley cover to the intake. But there is more to the system than that. The most important is the dirty- side separator, as that is where the oil is in the air. Essentially, the separator is a baffling system that separate the oil from the air and drops it back into the crankcase so that only the air is burned. The better the oil is separated, the less oil will be burned, and the less oil consumption will occur. There is also a separator on the clean side. This is required because, under certain conditions (like wide open throttle), blow- by increases to the point that it exceeds the capacity of the dirty side to extract and consume the gasses. When this happens, the air flow can reverse, and air comes out of the crankcase from the clean side. Obviously, under these conditions, you don't want to dump a lot of oil into the throttle body, so a separator is also required on the clean side. Under normal conditions, this reverse- flow situation is not a problem, because the intake manifold produces enough vacuum to constantly purge the crankcase vapours adequately. There will always be some oil consumption, but it is normally very little. However, at sustained WOT and high engine speed there is no longer sufficient manifold vacuum to help pull the air from the crankcase. At the same time, more blow- by is produced. This combination may exceed the capacity of the dirty air side, which is sized for most normal light load engine operation, (if it were sized larger, the engine would consume excessive oil under normal conditions, which would not be beneficial) and reverse flow can occur. Therefore, the clean side also has a separator to ensure reverse- flow conditions don't dump oil into the throttle body. The Turn Key . There are several advantages to using this system instead of a re- programmed OEM road vehicle system, including: Extremely small, light, compact, rugged, waterproof, heatproof, and vibration- proof Electronic Control Module (ECM). Simplified wiring harness - everything you need, and nothing you don't. Proven technology used in harsh marine environments - perfect for off- road environments. Before we look at the Turn Key LS2 MEFI- 4 system in detail, let's quickly review the basics of EFI operation, and particularly MEFI. Despite how high- tech this engine is, the fundamentals of the 4- stroke internal combustion engine haven't changed since its invention - it's still suck, squeeze, bang, blow; and the engine still needs just three things to run: air, fuel, and spark. How well it runs, and how much power it makes still depends on combining these three things in the right proportions at the right time. The first, how much air, has changed the least - as with the earliest carbureted engines, the more you step on the throttle pedal, the more the throttle blade opens, and the more air enters the engine. Simple enough. It's the other two - fuel and spark timing that have changed radically. Feeding an engine the right amount of fuel is, and has always been, basically a function of engine load - the more load on the engine, the more fuel it needs. Spark timing is basically a function of engine speed - the faster the engine speed, the earlier in the . Older engines used to rely on vacuum created by the venturi effect as the carburetors throttle blade was opened to . They also used all manner of contraptions to control spark timing via a distributor - from vacuum advance to rotating mechanical counterweights. All that is gone. In today's modern EFI engines, like the LS2, fuel and spark delivery are controlled by a computer or Electronic Control Module (ECM). In the EFI LS2 fuel is delivered, or injected, directly into the cylinders by fuel injectors. Fuel injectors are nothing more than highly sensitive and accurate valves - they are supplied fuel by the fuel rail at a constant pressure, and have a calibrated orifice, or opening. The computer fuels the engine by telling the injectors when to . Spark timing is similarly controlled by the computer. In the case of the LS2, which has individual ignition coils for each cylinder, the computer simply tells each coil when to ? It follows then, that the computer needs to know, or be able to measure, how much load is on the engine, and how fast the engine is turning. It gets this information from an array of engine sensors. With that information, it then . Of course, the preceding explanation is a grossly over- simplified version, just to illustrate the basic principles. There are a host of other conditions and environmental factors, in addition to engine load and speed, that affect fueling and spark timing. Things such as temperature (of the surroundings, and of the engine), altitude, throttle position, whether the car is accelerating or decelerating, etc. In order to account for these conditions and deliver correct fuel and spark for all possible engine operating. ECM reads several other engine sensors and uses this data to . There are different computing or calculation strategies used by different systems to accomplish this, the most common being . Of these three, mass airflow is the most complicated, requires the most sensors, and relies heavily on a somewhat finicky and fragile air- flow sensor placed in the air inlet stream; it is commonly used in production vehicles but is not the best choice for rugged marine or off- road use. Alpha- N uses very few sensors and is little more than an electronic carburetor, relying primarily on engine rpm to decide how much fuel to add; it is normally suitable only for use in race cars that run at wide- open- throttle most of the time. The Turn Key LS2 with its MEFI- 4 system uses speed- density calculation. Here's a basic look at how the specific sensors in the Turn Key LS2 with its speed- density MEFI- 4 fuel injection work. Engine load is primarily determined by sensing the current engine speed and reading the manifold pressure via the manifold absolute pressure (MAP) sensor (this is similar to old- fashioned vacuum signal). When the ECM needs to know how much fuel to deliver it reads the MAP and RPM, then it refers to the corresponding row and column in its fuel table to obtain the correct injector pulse width, also known as the “base pulse width”. The engine’s spark advance is also selected in similar fashion. Again, there is a table in the ECM ’s memory with rows and columns of numbers that specify degrees of advance. The desired advance value is chosen based upon RPM and MAP. Once the desired spark advance is obtained, other operating conditions are evaluated and used to adjust the value. The conditions the Turn Key MEFI- 4 system uses to adjust base pulse width and base timing include throttle position, coolant temperature, manifold air temperature, air/fuel ratio (exhaust O2), and knock detection. The complete list of Turn Key LS2 sensors and what they sense and report is as follows: MEFI- 4 Inputs. CS - Crank Sensor (a. Crank Trigger) – crank angle (i. IAT – Inlet Air Temperature Sensor – temp of air entering intake manifold (and therefore the air's density). TPS – Throttle Position Sensor - throttle blade position (opening). IAC – Idle Air Control Valve - the IAC supplies metered air at idle, its sensor reports the solenoid plunger position. MAP – Manifold Air Pressure Sensor - intake manifold pressure (vacuum) and therefore engine load and altitude. CPS – Camshaft Position Sensor - rotational position of camshaft and therefore valve/stroke timing. KS – Knock Sensor - engine knock or ping, used to retard timing and prevent pre- ignition. All of these sensors play a vital role in engine operation and are used by the MEFI- 4 ECM to sense a variety of operating conditions. The outputs from the MEFI- 4 ECM are: MEFI- 4 Outputs: EST Signal (Electronic Spark Timing) - to fire the coils / spark plugs. Injector Driver - to fire fuel injectors. IAC Stepper Motor Control - Maintains perfect idle speed with the IAC. Fuel Pump Relay - Intelligent control of the fuel pump based. It also stores a . Tachometer Signal - to drive the tachometer. The following series of pictures and text illustrate the location of the Turn Key LS2's MEFI- 4 speed- density sensors and their primary uses. |
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November 2017
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