Need a diagram over how to connect vacuum hoses

[Kanin]

Hi All

Need your help!

Does anyone have a diagram over how to connect all the vacuum hoses correctly on a 3.2 2002 intake i.e. the vacuum lines to and from the throttle housing and resonance valve housing?

Any help is much appreciated. I just want to make sure everything is correctly connected to get the most out of the swap

Kanin

[WARDHOG]

Hi All

Need your help!

Does anyone have a diagram over how to connect all the vacuum hoses correctly on a 3.2 2002 intake i.e. the vacuum lines to and from the throttle housing and resonance valve housing?

Any help is much appreciated. I just want to make sure everything is correctly connected to get the most out of the swap

Kanin

If you open up the engine lid, you'll find a vacuum diagram sticker next to the emissions statement sticker located on the left hand side of the lid. Hope that helps.

Edited January 8, 2007 by WARDHOG

[Kanin]

Hi,

I found that but as I have upgraded to a 3.2L my 2.5L diagram did not help.

Can anyone send me a picture of a 3.2L diagram from the lid?

Regards,

Kanin

Hi All

Need your help!

Does anyone have a diagram over how to connect all the vacuum hoses correctly on a 3.2 2002 intake i.e. the vacuum lines to and from the throttle housing and resonance valve housing?

Any help is much appreciated. I just want to make sure everything is correctly connected to get the most out of the swap

Kanin

If you open up the engine lid, you'll find a vacuum diagram sticker next to the emissions statement sticker located on the left hand side of the lid. Hope that helps.

[tholyoak]

Kanin,

The 3.2 should be the same as the 2.5 with the addition of the line from the intake to the resonance valve solenoid, then from the solenoid to the valve.

Essentially off one plenum you have a line running to the fuel press. regulator from the port on the rubber connecting sleeve. The line from the sleeve on the other side of the plenum goes to a 'T' fitting, this has the one way valve on it to keep constant vacuum regardless of throttle position (black side towards the intake manifold), the lines from this go to the vacuum reservoir (black canister) and the vacuum solenoid valve for the air injection

You add a line to the 'T' and run it to the vacuum solenoid (the horizontal fitting), the vertical fitting has a line attached and is run the the vacuum valve.

If you are using the 2.5L throttle body the only line to it is the hose to the tank vent valve.

Since I believe you are using the 2.5L fuel rails and throttle body, I believe this should be correct.

Hope this helps

Todd

[shalco]

The resonance valve pin on the DME I believe is 59. On my Boxster 2.5, I dont seem to be getting a ground signal through this at any rpm. Anyone know if the ecu needs to be reprogrammed to get this pin to operate?

[tholyoak]

Try the search function, it has been addressed before. You need the DME flashed with a 996 program in order to have the ground signal sent from the DME

Todd

[shalco]

Thanks Todd. Did you have a 996 3.4 reflash onto your Boxster Ecu to run the 3.6?

[tholyoak]

Short answer is yes. (see http://forums.rennlist.com/rennforums/show...ad.php?t=346939, for the longer answer). It is getting a 7.8 DME, hopefully this weekend.

Todd

[shalco]

Short answer is yes. (see http://forums.rennlist.com/rennforums/show...ad.php?t=346939, for the longer answer). It is getting a 7.8 DME, hopefully this weekend.

Todd

Thanks Todd. I've been driving my 3.6 around for the last few days with a manual rpm conroller set for the resonance valve & variocam plus lift set at about 3100 rpm. What I notice is it comes in with a huge surge of power. I have OBD2 monitoring and the fuel trims look ok before & after the vtec point, so I think it may indicate that my normal variocam timing may not be activated properly by the DME.

I know your going 5.2.2 for emission reasons, but you know if 5.2 can activate later 4 phase variocam correctly? doing some more research I found that:

"Actuation of the valve takes place via a pulse-width-modulated square-wave signal. The voltage is switched between 0 volts and 12 volts in 4ms cycles (250 Hz), while the proportion of switch-on and switch-off time is changed. A control current adjusts itself according to this proportion, which sets the piston position in the solenoid hydraulic valve and thereby releases the different oil lines, facilitating an adjustment range of 0 °kW up to approx. 40 °kW."

Any thoughts on this?

Thanks

Marcus

[tholyoak]

If you are using the stop 986 program get it flashed for a 3.4 and used the DME output for the resonance valve. If you are actuating the valve timing with the stock map you are bringing it on way too early. Also by triggering the valve lift and valve timing all or none, you will get the surge you talk about since the valve lift is going from breathing through a straw to actually making some power, same with the valve timing. You can't do the triggering as a function of rpm, it needs to be done as rpm or load otherwise the driveability will be horrible.

Todd

[shalco]

Thanks Todd.

I've retimed the valve lift actuation, and its a fair bit better but I'm missing out on a lot this engine can offer.

I think I may be tempted to follow you down the Bosch 7.8DME and canbus conversion route. I dont think I'm going to be able to get the all round driveability & torque band out of the engine without spending vast time mapping & remapping all the various controller permutations.

Have you uncovered any articles on swapping to 7.8DME from 5.2.2. My limited knowledge led me to believe I need an eGas throttle pedal & throttle body, and canbus wiring from DME to a newer model 2003 onwards dash instrument cluster and obviously the new 7.8DME & engine wiring harness.

Any information is greatly recieved.

Cheers

Marcus

[tholyoak]

Are you turning the valve timing solenoids back off at higher rpm? Essentially what you need, is low valve lift and late timing at low rpm and load. At modest rpm and higher loads you want to have the high valve lift and to advance the timing to get the torque. Above 4500rpm you want to start to retard the timing and keep the high valve lift in order to get max hp at high rpm. As I said, a simple on/off rpm switch will not work. You need the ability to actuate the solenoids as a function of load and rpm, and ideally use PWM to control them, not simply on/off.

Todd