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Mr. @RMB_Ryan or anybody with some knowledge and experience...
Would the increased valve spring pressure cause any of the VCT issues?
What kind of issues? Vct solenoid or?

You will see intake variable valve timing actual between +3 or so degrees to -60 or so. Typically they are 0 to -60 deg. It is not from valve springs. It is from decking the block and the heads why they roll from *3 to -60 not from the springs at all. Not an issue, just the only thing to note
 

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Only pass side turbo smoking ehh? If so it’s the crank coming around with the counterweight causing the oil drain to be restricted. Driver side is the opposite so shouldn’t smoke.
Turbo isn't smoking at all. We've established this in my thread. Do you mean to tell me @BRoell turbo is smoking too and his crank counterweights are doing the same thing? Then what are you going to do about warranting that? It's a manufacturer defect.

Here's a picture of the logs tonight.
You can see the exhaust valve is pulsing. The pull is a WOT and the intake valves is opening and closing at a rate the power is coming on. The exhaust is pulsing like the cam isn't opening and closing properly. To me it sounds like it's either the springs are too stiff or the vct clogged. I couldn't imagine a valve dropped.

171692
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171694


Here's my valve covers under the pcv. The driver I can see plastic and is relatively dry. The passenger is coated in oil which I don't think is supposed to happen.

Driver

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Passenger

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It's tough to see from the picture but I promise you the passenger side is full of oil.
 

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Turbo isn't smoking at all. We've established this in my thread. Do you mean to tell me @BRoell turbo is smoking too and his crank counterweights are doing the same thing? Then what are you going to do about warranting that? It's a manufacturer defect.

Here's a picture of the logs tonight.
You can see the exhaust valve is pulsing. The pull is a WOT and the intake valves is opening and closing at a rate the power is coming on. The exhaust is pulsing like the cam isn't opening and closing properly. To me it sounds like it's either the springs are too stiff or the vct clogged. I couldn't imagine a valve dropped.

View attachment 171692 View attachment 171693 View attachment 171694

Here's my valve covers under the pcv. The driver I can see plastic and is relatively dry. The passenger is coated in oil which I don't think is supposed to happen.

Driver

View attachment 171688

Passenger

View attachment 171689 View attachment 171690 View attachment 171691

It's tough to see from the picture but I promise you the passenger side is full of oil.
One thing to keep in mind, the PCV side(11-12 trucks) is located at the lower portion of the valve cover baffling. That will cause pooling to be visible.

The CCV side is higher up on the valve cover so you will most likely not see pooling at all. It may be pooling on that side as well, just not visible.
 

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One thing to keep in mind is the PCV side(11-12 trucks) is located at the lower portion of the valve cover baffling. That will cause pooling to be visible.

The CCV side is higher up on the valve cover so you will most likely not see pooling at all.

Cool that makes me feel way better about that then that narrows it down to the vct system
 

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Turbo isn't smoking at all. We've established this in my thread. Do you mean to tell me @BRoell turbo is smoking too and his crank counterweights are doing the same thing? Then what are you going to do about warranting that? It's a manufacturer defect.

Here's a picture of the logs tonight.
You can see the exhaust valve is pulsing. The pull is a WOT and the intake valves is opening and closing at a rate the power is coming on. The exhaust is pulsing like the cam isn't opening and closing properly. To me it sounds like it's either the springs are too stiff or the vct clogged. I couldn't imagine a valve dropped.

Here's my valve covers under the pcv. The driver I can see plastic and is relatively dry. The passenger is coated in oil which I don't think is supposed to happen.

Driver

View attachment 171688

Passenger

View attachment 171689 View attachment 171690 View attachment 171691

It's tough to see from the picture but I promise you the passenger side is full of oil.
Not sure about broell. It is only something I noticed on my build. We would worry about warranting a turbo if a customer contacts us. None have not so we make the turbos. We will send any turbo in for manufacturer repair if a customer wants, but 9/10 times it isn’t a turbo. These springs are designed around a spintron which they have been run on many times. We know exactly what valve control they have. Far from too stiff. I would check with your installing shop had anything weird happen or hooked up backwards when they first fired your truck. We didn’t perform this, but worth an ask.
 

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One thing to keep in mind, the PCV side(11-12 trucks) is located at the lower portion of the valve cover baffling. That will cause pooling to be visible.

The CCV side is higher up on the valve cover so you will most likely not see pooling at all. It may be pooling on that side as well, just not visible.
Exactly


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Not sure about broell. It is only something I noticed on my build. We would worry about warranting a turbo if a customer contacts us. None have not so we make the turbos. We will send any turbo in for manufacturer repair if a customer wants, but 9/10 times it isn’t a turbo. These springs are designed around a spintron which they have been run on many times. We know exactly what valve control they have. Far from too stiff. I would check with your installing shop had anything weird happen or hooked up backwards when they first fired your truck. We didn’t perform this, but worth an ask.
Interesting since you had the truck for A YEAR after your recommended installer screwed up the install and already know all about it. I mean you wanted me to sue them for messing it up. Why didn't you warranty the turbo for me then? You can clearly see in the logs the exhaust valve is messed up. Do you know how to read a datalog? Honest question.
 

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What is your back pressure. Sounds like you have a good bit.


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Do you read your posts after you make them or is it a copy paste from a word document?
 

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I'll buy a spare cap and tap it. Might still try to gauge the catch can inlet and outlets too because... I dunno
Even a mechanical vacuum/pressure gauge will suffice. Ideally you should see zero movement on the gauge. That would mean the crankcase is evacuating properly.

If anything, it should go ever so slightly negative when in boost.
 

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Discussion Starter · #33 ·
One thing to keep in mind, the PCV side(11-12 trucks) is located at the lower portion of the valve cover baffling. That will cause pooling to be visible.

The CCV side is higher up on the valve cover so you will most likely not see pooling at all. It may be pooling on that side as well, just not visible.
I'll have to rattle this around in my brain a bit. We're sucking bypass/ case pressure from the valve covers, so at this point in my head, it seems like the lower passenger port would suck more oil and keep the level lower, and the higher port on drivers side would allow more pooling before getting sucked out. Can you straighten me out? Can't afford a therapist :ROFLMAO:

Maybe the visual will help me if I get around to pulling valve covers this weekend
 

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I'll have to rattle this around in my brain a bit. We're sucking bypass/ case pressure from the valve covers, so at this point in my head, it seems like the lower passenger port would suck more oil and keep the level lower, and the higher port on drivers side would allow more pooling before getting sucked out. Can you straighten me out? Can't afford a therapist :ROFLMAO:

Maybe the visual will help me if I get around to pulling valve covers this weekend
It all depends on how much vacuum the turbo inlets provide. If it’s sucking up oil, then the intake tubes are restrictive. You have to find a good in-between. That way you provide some vacuum to the crankcase while not neutering performance. Otherwise you’re just better running breathers.

The passenger side valve cover has quite a bit more baffling than the driver side. But each valve cover has holes that drain-back.
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On paper, yes that side would suck up more.

The passenger side valve cover is slightly more baffling than the driver side. But each valve cover has holes that drain-back.

The amount of oil you suck up also depends on how restrictive the turbo inlet is. But I imagine with yours and @sleipnir build, they are not restrictive at all.
I can promise you my turbo inlet and outlet are way bigger than what they first were and it's still bellows smoke 😅
 
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Discussion Starter · #36 ·
What kind of issues? Vct solenoid or?

You will see intake variable valve timing actual between +3 or so degrees to -60 or so. Typically they are 0 to -60 deg. It is not from valve springs. It is from decking the block and the heads why they roll from *3 to -60 not from the springs at all. Not an issue, just the only thing to note
Thanks for the response and attention. See first post for graphs and a scattered explanation of my symptoms. Intake VCT actual readings are not hitting the targeted settings from the tune, and seem to have a mind of their own. The appear to be laggy/ lazy.
My exhaust phasers appear much steadier than @sleipnir, his are erratic as f**. Mine stay about 15 throughout pulls, but thats also not whats being commanded by the tune

Do you know what issues would be experienced if the solenoids were blocked, clogged, sludged?

Here's data from after I cleaned out the catch can and lines recently
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Discussion Starter · #37 ·
Following up with some 'data'

I installed an AEM oil pressure sensor into the oil filter/cooler loop, its wired into the Livewire TS device. I can now view and record oil pressure with my datalogs.

With this new gizmo plugged in, I took some more WOT logs. There is no correlation (that I can perceive) between the oil pressure and the VCT issues that I'm experiencing
 

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Discussion Starter · #38 ·
Also wanted to use the new oil pressure sensor to compare non-primed cold starts vs priming the engine before starting. There's been years of discussion and speculation that the tensioner or something in the system bleeds oil pressure, causing momentary lack of oiling in the tensioner/phasers/detent pin, leading to premature wear.

After sitting for multiple days, the resting oil pressure was around 17.5 psi. I stabbed the throttle and primed the system until the dash gauge responded. Pre-priming the motor took the pressure up to 18psi.
After a few more days of sitting, I logged a cold start without priming the oil system for comparison.

Again I could see no difference in oil pressure, or the amount of time it took the phasers to react and adjust once started up. However priming the system leads to no phaser clack, and not-priming the system I get a second of clacking noise.
 

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Discussion Starter · #39 · (Edited)
My new thoughts are that the new oil pressure sensor might not be installed in the ideal position to read this issue.
The chain tensioner part of the oil loop may indeed bleed pressure and lead to dry starts, but the oil filter part of the loop (where my sensor is installed) maintains pressure, so I don't see a drop.

Sound plausible?
 

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Following up with some 'data'

I installed an AEM oil pressure sensor into the oil filter/cooler loop, its wired into the Livewire TS device. I can now view and record oil pressure with my datalogs.

With this new gizmo plugged in, I took some more WOT logs. There is no correlation (that I can perceive) between the oil pressure and the VCT issues that I'm experiencing
You may have a week .5v signal on one vct solenoid which causes it to stick. You need to figure out the pos and neg pin on solenoid and use a .5v fused jumper wire and a ground and if you hook to power the solenoid Clicks instantly and every time. If stuck or intermittent signal the oil flows straight through the solenoid not Allowing the solenoid to control how much and when the cam phasers gets oil to advance and or retard the cam.

Want better advise save the time spend the 37 bucks and buy 4 new ones


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