club.liberty.asn.au

yes that one will prevent CCV blowby from entering the inlet.
If you tap the hose directly under the 3way, and tee the AOS return to the pcv and inlet, then your keeping blowby out of the inlet pipe and inlet mani.

Ok, cool. So the 3rd hose in the 3way-T is the one I'll actually tap.

Now for the Crank Case..... I'll do more reading tonight. I'm warming to the idea of blocking a tube off, but still doesn't seem like the best way to do it.

I do recommend aos-ing the CCV...
Plumb the return into the 3way connector.
That way your inlet pipe and inlet mani are blowby filtered

Just AOS the head breather to inlet pipe line.
Plumb the return into the inlet pipe.

Iirc it helps to unbolt the ebcs/fuel tank breather brackets for access to the more forward hoses.

Don't trust the descriptions on the inlet assy pic on the op, there's misinformation
Look at my pic of the stock inlet and go from there, I'll edit the pics ASAP.

Damn, I didn't get a notification for your reply.

Thanks, I'll have a proper read when I'm home later .

Damn, wish I hadn't come across this thread. Was quite content joining the breathers, now not so sure. Dual catch cans really isn't in the budget right now, may have to just join them for now and get a 2nd can in the future

Don't worry, it's total hair splitting for hair splitters.
Any AOS is a good idea, I just wanted to find the absolute best way to enhance the way Subaru decided to vent the CCV and heads. Lots of research paid off, now I just have to install it

What do you think of Mishimoto's fairly new Direct Fit 2008-2015 WRX Catch Can design and plumbing setup?

Is it just me, or is it weird that the RH 3-port Catch Can connects to both the PCV Valve and Crank Case ?

http://www.mishimoto.com/subaru-wrx-baffled-oil-catch-can-kit-08-14.html

It's great, similar to what we're proposing and possibly more suited to most aftermarket silicone inlet pipes which move the stock port closest to the turbo, forwards.
Yes the 3port can filters blowby from the heads and CCV on boost, when the PCV is closed in this config...
The 2port can filters the CCV to PCV when the engine is under vacuum on eg cruise, PCV open.
More or less stock breathing with everything filtered before the inlet & pcv, winning
My AOS install is totally on hold whilst I'm rebuilding my spare engine, but I'd still like to do a totally stock install on my current oil consuming engine just for R&D purposes.
What's interesting about Mishis solution is the 50micron filtration, what's not is the price, over $500 retail.
If I was spending that money I'd DIY an even more advanced solution, but I'll save that for later

Ok, excellent - thanks for the info .

Ah, ok. Yeah, that would be good R&D to see if that's where the oil is going.

Yeah, Mishi's 50micron filter is interesting. But yes, like you said - RRP is US$530 . So with the current exchange rate that's scary. Luckily the local suppliers (and discount US ones) are around Aus$500, but still.....

I'll be going with filtering the CCV before the stock y piece, firstly to keep it all stock for stock arrangement, plus to know if heads or CCV is the potential issue, by inspecting the respective can.

Ah ok, cool

bigBADbenny wrote:I'll be going with filtering the CCV before the stock y piece, firstly to keep it all stock for stock arrangement, plus to know if heads or CCV is the potential issue, by inspecting the respective can.

Agree on going that route. Will be doing the same in the near future. Started reading that IWSTI thread, got about 30 pages deep before deciding it was a whole bunch of rambling crap with only a handfull of usefull posts spread throughout it.
Only real difference I can see between the NASIOC setup and the Mishimoto one is that with the Mishimoto you won't be able to exactly discern from how full the tanks are whether its the heads or crankcase causing more blowby, correct? If one was full and one completely empty you could, but if both have some it'd be impossible to tell where its from.

Under engine condition boost (pcv closed) all venting is going to the 3port can.
Under vacuum (pcv open) ccv is vented to the 2port can and the heads to the 3port can...

But it could be setup like jdwhiterex's setup too.

Thinking about it some more, that mishimoto style setup could actually work quite well along with a oil filler cap AOS so that when in boost the majority of the oil will, hopefully, end up going back to the engine with a similar dual CC setup (both 2-port ones) to catch any oil not removed by the oil fill tube one and when off boost. Probably a bit more pricey but think I might eventually go that route.

yes but for truly high performance applications it's preferable to NOT draw any vacuum on the oil filler as oil may be siphoned up through the filler neck in long high G turns.

Given a choice, for an all out application, I'd use 3 cans, one for each head, located at the opposite side from each head eg by the strut towers, and one from the CCV that also utilised a boost activated vacuum pump after the can and before the return to inlet.

That's for total complete overkill, next stop a dry sump with an extra air oil scavenge stage...

In the real world a single can venting everything works fine, just ask Owen et al...