Reinstalling the KGE on a 2.0 TFSI: Any issues?

Hello,

Normally, the EA113 crankshaft case is vented.

a) in the intake manifold, when operating under suction.
b) In a pressurized system, connect to the suction side of the compressor.

According to general experience, the membrane-controlled single-use device mentioned in a) is likely to be prone to defects.
Therefore, several tuning companies offer conversion kits that allow for the simple removal of this part - see the appendix for an example.
According to my understanding, everything that comes from the crankcase is still being fed back into the combustion process, which should, in my opinion, keep the emissions within legal limits.
Now I wonder why the original equipment manufacturer (OEM) didn't build such a stripped-down version of the product from the beginning. Alternatively, what are the disadvantages and foreseeable problems associated with removing the gas pathway from the intake manifold?

Hi Ulf,

I'm going to try my hand at reading coffee grounds.
When venting during operation directly into the intake manifold instead of before the suction side of the compressor, water (water vapor) and oil (oil vapor) end up directly in the intake manifold and are drawn directly into the engine. This way, they cannot cause any harm and are simply burned away.

If, in suction mode, the venting were to occur through the suction side of the turbocharger, and if a vehicle were to operate frequently in low outside temperatures and/or short distances, I could foresee the risk of ice formation or the accumulation of small amounts of water. Show oil spills in front of the loader.
If the engine is forced to deliver full power against its nature (e.g., when being overtaken), everything is forced into the compressor wheel: the turbocharger could break.

You can't bleed air into the intake manifold because of the pressure difference under load, so it's better to place the bleed valve before the turbocharger when the engine is under load.

In my opinion, the standard modifications are intended to prevent potential damage caused by idling or short-distance operation.
The proposed solution could be a great way to get malicious tailgaters and their dangerous behavior off the road when being overtaken.
For regular drivers (i.e., not A********** drivers), it seems to work quite well and without any issues.

Best regards, Rainer.

dieselschrauber wrote:

The proposed solution is therefore a great way to get malicious tailgaters and their dangerous behavior off the road when being overtaken.

Quote:

If the venting were to occur through the suction side of the turbocharger during operation, and if a vehicle were to constantly operate in this manner under low outside temperatures and/or short-distance driving conditions, I could imagine the risk of ice formation or small puddles of water or oil forming in front of the turbocharger. If the engine, contrary to its nature (e.g., when being overtaken), suddenly accelerates, everything is forced into the compressor wheel: the turbocharger could break.

"Good approach, Rainer. I've been thinking about it further: in extreme low-load operation, the low-voltage circuit (LLC) could become filled with condensation, which could freeze inside at low outdoor temperatures, potentially accumulating a significant amount of water."
If water condenses (e.g., when the engine is stationary), then when the engine is subsequently started, a surge of water could enter the cylinders, exceeding the maximum permissible cylinder head pressure and potentially damaging components of the crankshaft mechanism.

vwSchrauber wrote:

If the water eventually evaporates (e.g., when the engine is stopped), then when the engine is subsequently started, it could receive a water hammer that exceeds the maximum permissible cylinder head pressure, and damage components of the crankshaft system.

Water hammer thanks to PVC-Fix... a great worst-case scenario, even though this scenario seems very unlikely to me in practice.

In another forum, someone argued, essentially, that a low intake manifold pressure (thanks to the crankcase ventilation system located behind the throttle valve) can cause oil and water to "boil out" of the oil even at relatively low oil temperatures. This would mean that the oil quality degrades less quickly with the OEM oil filter in predominantly low-load operation compared to using a PVC filter.
Cognitive biases?

Hi,

vwSchrauber wrote:

Good approach, Rainer. I've thought about it further: in extreme low-load operation, the LLK (Low-Level Knock) could be filled with condensation water, which would freeze inside at low outside temperatures, and a significant amount of water could accumulate. If the water eventually condenses (e.g., when the engine is stopped), then upon subsequent operation, the engine could receive a surge of water that exceeds the maximum permissible cylinder head pressure, potentially damaging components of the crankshaft mechanism.

Sure. Ice chips or water getting into the rapidly rotating compressor wheel is definitely not a good thing.

ulf wrote:

In another forum, it was argued, in essence, that a low crankcase pressure (thanks to the crankcase ventilation system behind the throttle valve) allows oil and water components to "boil out" of the oil even at relatively low oil temperatures. That would mean that the oil quality with the OEM-specified oil level

decreases more slowly under predominantly low-load conditions compared to using a PVC fix.
Possible. Is the pressure difference relevant? Since the throttle valve only replaces fresh air with more exhaust gases, it's questionable whether the pressure difference is significant...

Best regards, Rainer.

dieselschrauber wrote:

Is the pressure difference relevant? Since the throttle valve only replaces fresh air with more exhaust gases, it's questionable whether the pressure difference is significant...

This concerns gasoline engines with a classic homogeneous combustion process. In my opinion, there is already enough vacuum behind the throttle valve under low load and acceleration, or at idle, to draw condensate even from relatively cool oil.

Yes, I was lost in thought about the diesel!

Quote:

Flood damage thanks to PVC-Fix... a great worst-case scenario, even though I personally find that scenario very unlikely.

Do not underestimate the effects of condensation. There used to be problems with frozen-over crankcase ventilation systems, particularly in 1.4 16V engines. In those cases, an electric... Heating element installed at the inlet of the intake manifold.
The heating element was also available on various diesel engines (e.g., some BKC engines in the Touran).