IPF Supercharger FAQ

[bleavens1962]

Did anyone notice a sizable difference in car burning oil after S/C pulley swap ?. Was no issue with 3.8" pulley, but after changing to 3.48" pulley, notice that I am burning about 1-1.5 qts per 2k miles

[sycraft]

Make sure evac is good

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[MagnumForceGB]

Sounds like it is sucking oil out, what is your PCV system like?

[Elite Engineering]

Originally Posted by bleavens1962

Did anyone notice a sizable difference in car burning oil after S/C pulley swap ?. Was no issue with 3.8" pulley, but after changing to 3.48" pulley, notice that I am burning about 1-1.5 qts per 2k miles

beleavens,


Take a look at our system designed just for centrifugal and turbo applications for the GM V6. It pulls evacuation at all times on the crankcase, has a clean side separator to trap cleanside ingestion, and eliminates the crankcase pressure issues "venting" causes.


It is the ideal solution and does not vent anything to the atmosphere making it emissions compliant.


Email us if you want more details, but aside from a belt driven vacuum pump there is no better solution for your application.

[bleavens1962]

This is the can I ordered from JDP and had Matt @FSP use with initial IPF SC Install ( I am using Mobil 1 5W30 by the way)
Elite Engineering - 2nd Gen Catch Can - 2010-2015 Camaro V6 - E2-CC-300B-V6
Engine Type--2012-2015 V6 LFX
Colors--Black
Exit Port--Dual Exit Port
Fittings and Hose Options--Black AN Fittings w/Rubber Hose
Bracket--Standard
Check Valve--Double Exit Check Valve E2-CC-300B-V6-E2-CC-300B-V6LFX-E2-CC-300B-V6-AN-JDP-CKVLV 1

[MagnumForceGB]

Originally Posted by bleavens1962

This is the can I ordered from JDP and had Matt @FSP use with initial IPF SC Install ( I am using Mobil 1 5W30 by the way)
Elite Engineering - 2nd Gen Catch Can - 2010-2015 Camaro V6 - E2-CC-300B-V6
Engine Type--2012-2015 V6 LFX
Colors--Black
Exit Port--Dual Exit Port
Fittings and Hose Options--Black AN Fittings w/Rubber Hose
Bracket--Standard
Check Valve--Double Exit Check Valve E2-CC-300B-V6-E2-CC-300B-V6LFX-E2-CC-300B-V6-AN-JDP-CKVLV 1

What about the clean side.

[strtsol1109]

ok guys i have a couple questions because IPF/KPE has been unresponsive for over 2 weeks after purchasing the tune

I installed the tune file "V60C1D" and it says it's for stock headers. I have long tubes and a full 3in exhaust. Everything from an AFR standpoint is pretty perfect, city driving and normal and boosted acceleration is good. I'm getting a idle around 1200-1500 while driving and coming to normal stops occasionally. I know the idle oscillation was a common problem back in the day but I'm not getting oscillation more of a steady hold. Also while trying to hold rpm/speed (mainly notice on highway 4th gear seems ok, 5-6 is where my main issue is, also more when on a down slope instead of a flat hold) the throttle will cut out (like im letting off the hold position) did I select the right tune file, or any advice on something I overlooked?

PCV system should be pretty perfect, above the MAF routed to the passenger top manifold with no check valve. driver side manifold routed to the right side of the MM vented catch can with no check valve then the top port on the intake manifold routed to the left side of the MM catch can with a check valve flowing away form the can. Clean side has an elite engineering oil fill breather with just a breather filter on the port.

"cats" are straight through race pipes, air filter is brand new, got the 4 new angular bearings from boca, one step colder plugs, is there any safety/recommended stuff im missing?

[bleavens1962]

There are other tuners much more responsive to their customers.Florida Speed and Power is my biased choice. I had the HP Tune by FSP, before S/C and Matt updated after install(went to his shop to have it done). Highly recommend the FSP crew

[strtsol1109]

Originally Posted by bleavens1962

There are other tuners much more responsive to their customers.Florida Speed and Power is my biased choice. I had the HP Tune by FSP, before S/C and Matt updated after install(went to his shop to have it done). Highly recommend the FSP crew

Ya ive heard great things about them, unfortunately im about 1000 miles form there!

[Elite Engineering]

Bleavins....did you also use the 2 checkvalves and follow the turbo installation routing? I suspect there is an issue in routing. Also, the cleanside is a must for these applications. If you can post pictures we can verify all is installed/routed correctly.

[strtsol1109]

Originally Posted by Elite Engineering

Bleavins....did you also use the 2 checkvalves and follow the turbo installation routing? I suspect there is an issue in routing. Also, the cleanside is a must for these applications. If you can post pictures we can verify all is installed/routed correctly.

Elite

I routed as one of sycrafts old schematics showed (because a mighty mouse can came with my kit), currently hooked up as pictured

-Clean side just your vent, but not hooked up to anything (was unsure here)

-Dirty side
From SC air intake pipe (next to MAF) to passenger valve cover (no barb mod)
From intake manifold to left side of MM can with check valve facing away from can
From drivers side valve cover to right side of MM can



**** dont mind the wiring/gauge box mess, was just for startup/first weeks getting the kinks worked out will clean up once everything's running right!

[sycraft]

Cleanside vents through a secondary can, I used the one with the IPF kit and then connects back to the intake tube. Dirty or pressure side through the MM can with a vent so that under boost it cannot back vent through the system and still has evac under normal driving. I had release only vents at the oil filler cap and on the MM can that would release any pressure build up to the atmosphere, pressure=bad things. Car operated normally when driving and not under boost with evac vacuum. under load, check valve would close and block boost leak from the intake, any other pressure build would vent through clean side, MM Can vent or oil fill vent. No air could enter the system through the oil cap vet or MM Can, keeping all air metered

[strtsol1109]

Originally Posted by sycraft

Cleanside vents through a secondary can, I used the one with the IPF kit and then connects back to the intake tube. Dirty or pressure side through the MM can with a vent so that under boost it cannot back vent through the system and still has evac under normal driving. I had release only vents at the oil filler cap and on the MM can that would release any pressure build up to the atmosphere, pressure=bad things. Car operated normally when driving and not under boost with evac vacuum. under load, check valve would close and block boost leak from the intake, any other pressure build would vent through clean side, MM Can vent or oil fill vent. No air could enter the system through the oil cap vet or MM Can, keeping all air metered

So you just T'd off the line that runs from the intake to the passenger side valve cover and put a can between that T and the oil fill vent?

[sycraft]

no "T"s anywhere. I ran evac backwards... Sold Car, so best I can remember.

1. Dedicated oil cap vent- MM sells one, no lines therejust a pressure relief.
2. Line from DS valve cover to MM Can w/ pressure relief on top-like oil cap design., check valve on can to intake(stops backflow into can but draws air when not under boost.
3. PS Valve Cover to original IPF can no check valve needed, to intake tube, allows unrestricted flow in or out depending on needs. under boost it vents and under normal driving allows fresh air to enter the engine for crankcase evac.