Yowie wrote:The sump is scavenged from the breather port straight into the PCV/inlet (iirc).
The sump gasses leave the sump breather port (just in front of the gearbox) and go into an F-shaped splitter (with internal restrictions). See image below.
Under manifold vacuum the dirty air goes to the PCV valve on the inlet manifold.
Under manifold boost the PCV valve closes and the dirty air is drawn into the pre-turbo pipe.
Either way, the crank gas is filthy with water vapour and oil that I would rather catch (most of) before it goes into the manifold or the pre-turbo pipe. That's why I put a catch can after the sump breather port and before the splitter.
[Some people only care about gunk in the intercooler, so they insert the catch can on the pre-turbo pipe side of the splitter and let whatever rubbish directly into the manifold.]
I can't claim to fully follow your explanation above (diagrams & exploded images usually help my understanding of all this hose routing) but I see plenty of value in adding a catch can after the crank vent just based on the rubbish I collect from that spot.
Love it
Its a trend iirc, that most dual catch can setups never catch anything from the heads.
So I’m thinking, why catch a bunch of crap via the CCV when the aim is to keep blow-by out of the inlet tract?
, my thoughts are:why catch a bunch of crap via the CCV when the aim is to keep blow-by out of the inlet tract?
...various setups: primarily the single can w/ pcv delete...
Which lead me to think the stock PCV system is fine for a mildly tuned stock car
Yowie wrote:...various setups: primarily the single can w/ pcv delete...
I have not heard of this. Can you elaborate? Is it as simple as running a valve covers catch can and blocking all ins and outs related to the crank breather & PCV? ...
Users browsing this forum: No registered users and 9 guests