Quote:
Originally Posted by Dynovalve Frank
The Dynovalve is essentially a computer controlled PCV valve. It utilizes a small microprocessor to control the recovery of the crank-case gasses over the Dynamic Range of the engines operation versus, the mechanical PCV valve which only operates at peak efficiency in a very Narrow Band of operation.
Both devices are still completely reliant on the engine's vacuum signal, Where the DynoValve differs is that it is nearly always recovering the crankcase gasses nearly in full except at idle where it's orifice design allows it to act exactly like a stock PCV Valve. Without this default (at idle) feature the Dynovalve would act as a large vacuum leak and have terrible effects on drivability.
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Alrighty, then...
So... The Dynovalve sucks in excess air through the engine itself, picking up combustion blowby gases and entrained oil vapor in the process. This then goes into the intake manifold, introducing an excess of air that goes past the throttle body (and the MAF sensor on MAF-equipped cars). This will lower the intake manifold vacuum (in the same manner as a vacuum leak), causing the engine to want to run lean (greater than 14.7:1 AFR).
Given that the Dynovalve
IS a controlled vacuum leak (it closes when the engine is at idle, as you stated), how does it bypass the engine computer's tendency to adjust short (and long) term fuel trims to bring AFR back to 14.7:1, by monitoring the introduced lean condition with the oxygen sensors, thereby negating any possible fuel savings?
And you'll need to post actual A-B-A testing data to show the gains on your Acura. If you've read this thread as you claimed to do, you'll know at least where the link is, that describes this testing.