Can anyone specify for me on getting rid of the pcv censor ? There is a censor hook up on the hose from the head to the ITM can you get rid of it and not worry about as long as you have a filter on the end or a fuel filter in line like the one above ?

 

There's a person who supervises conduct and morals under your hood?

 

Censor = Sensor..

There is no sensor in your PCV system. Your best bet is to leave well enough alone.

 

Oh "sensor" you have a sensor in the line? cool

 

The only sensor I ever noticed was the one I put in there myself. Has no wires, switches, or probes. Just a transparent container that absorbes oil and is sensed by my eyeball sending a signal to make me empty it. An image is refracted 180 degrees onto my retina, and from there it's just wiring straight to the ECU (eyeball control unit) via optic nerve harness. A remote sensor if you will.

 

I have been using a simple fuel filter in between the breather and intake and it has been working great. I had to replace it after 5000miles of use.

If I use a fuel filter in the PCV system but I relocate the PCV between the filter and intake manifold, would this be a problem? Earlier in the thread there was concern about boost pressure pressurizing the small fuel filter and causing an explosion.

If I were to run a line, in this order: Hose from valve cover, fuel filter, hose, PCV, hose finally to the intake manifold, would that work? I'd have to first figure out how the PCV is held in the valve cover. Threaded I believe, and the figure out how to run a line off the valve cover. Also how to tie the PCV inbetween two hoses...

Any ideas?

 

ok me and my buddy were discusing this this past weekend. he thinks i should vent both to atmosphere. currently i have my intake side vented with a little K&N filter on it, and the other side where the PCV is, just stock.

whats the best setup? using a catch can?if so how is it installed?

from...

PCV----> catch can -----> intake manifold

is that right?

 

As long as you're not a hemp wearing tree-hugger, I see NO compelling argument for venting the crank and valve cover anywhere but the ground. That nasty aerated oil and unburnt fumes have no business being recirculated to your intake manifold. For all the things to nit pick on, I just don't see how anyone can say that injecting hot aerated oil and fumes into your engine is a good idea...

If you just NEED the vacuum source, run a vacuum pump out of your crankcase and vent the valve cover to atmosphere.

 

running the crankcover to atmosphere, will this **** with my vacume so much that u will be able to visually see it on a boost gage?

 

Seriously, use an inline fuel filter between your valve cover and intake. It looks like like a breather filter, but it's in a plastic air tight case instead. I works great. You'll need to change it once every 3000-5000 miles. I just took off my MAF and cone filter to check the inside of the intake tube and it's clean as can be, as opposed to before I used the fuel filter where it was all sludgy, and oily inside.

VERY cheap fix

As far as the PCV to Intake manifold goes, I'd like to know if needing a vaccum source is super inportant as well. I, for one, don't think that the vaccum source for the PCV is as important, because one day, mine popped off. Here's the story:

I was at a redlight and my car suddenly started to have a rough "cam like" idle. I babied the car home, to find I was leaking boost. I pop the hood and notice the PCV hose had popped off and oil was spit everywhere. If vaccum wasn't needed, why would oil be spit everywhere?

I hear differance reason for recirculating the PCV from everyone. Some people say the recirculation is for vaccum, others say it's STRICLY for emmission purposes. Both make sense, but is vaccum critical?

 

As an engine runs, gases from the cylinders leak past the piston's sealing rings into the crankcase (containing the crankshaft and other parts). This leaked gas is sometimes referred to as "blow by" because the pressure within the cylinders "blows" them "by" the piston rings. These gases include compounds harmful to an engine, particularly hydrocarbons (unburned fuel), as well as carbon dioxide and water vapor. If allowed to remain in the crankcase, or become too concentrated, the harmful compounds will condense out of the air within the crankcase and form corrosive acids and sludge on the engine's interior surfaces. This can harm the engine as it tends to clog small inner passages, causing overheating, poor lubrication, and high emissions levels. To keep the crankcase air as clean as possible, some sort of ventilation system must be present.

Ever open an engine and see the sludge when it's not maintained properly?

 

The valve is simple, but actually performs a complicated control function. An internal restrictor (generally a cone or ball) is held in "normal" (engine off, zero vacuum) position with a light spring, exposing the full size of the PCV opening to the intake manifold. With the engine running, the tapered end of the cone is drawn towards the opening in the PCV valve, restricting the opening proportionate to the level of engine vacuum vs. spring tension. At idle, the intake manifold vacuum is near maximum. It is at this time the least amount of blow by is actually occurring, so the PCV valve provides the largest amount of (but not complete) restriction. As engine load increases, vacuum on the valve decreases proportionally and blow by increases proportionally. Sensing a lower level of vacuum, the spring returns the cone to the "open" position to allow more air flow. At full throttle, there is nearly zero vacuum. At this point the PCV valve is nearly useless, and most combustion gases escape via the "breather tube" where they are then drawn in to the engine's intake manifold anyway. In a turbocharged car it also stops flow from the pressurized intake manifold back into the crankcase.

Or you could use a scavenger system and put a venturi tube in the exhaust to draw out combustion gases and maintain a small amount of vacuum in the crankcase.

 

I know vacuum on the sump headpreassure keeps volitile compunds out of solution in the oil, but I wonder if the vacuum also assists the flow out of the oil squirters at cruise, or even just with the intake (MAF pipe air) tract for vacuum, at WOT.

 

I think that I've got a 'best of both worlds' solution.

It's modeled on the DC3 dual tank design.



...works best with a non-MAF configuration, but one could easily re-connect the outlet that goes to the mini K&N filter back to the intake pipe if you're metering air.

In this setup:

1) When there's a vacuum at the intake manifold, the factory PCV valve 'sucks' crankcase gasses from the factory location on the rear of the rocker cover. However, the crankcase gasses pass through an oil separator tank (filled with stainless steel mesh) before they reach the intake manifold. (This tank collects the bulk of the oil & condensation) ...the evacuated air is replaced by filtered, fresh air through the breather on the side of the rocker cover.

2) When there is positive pressure in the intake manifold (ie. On boost, or at WOT) the Factory PCV valve shuts. Any buildup in crankcase pressure is vented out the breather line. (the breather also passes through an oil separator)

So - bottom line is:
No buildup of gunk in the intake
Positive Ventilation of the Crankcase is maintained
No oily (octane reducing) vapours being introduced to the combustion chambers when "on boost".

 

When I look at my PCV, it look like it's two pieces. Is the actual PCV the L piece that goes into the valve cover, or the piece threaded INTO the L piece which is connected to the hose. Or is the PCV that entire assembely?

I'd like to use two or three inline fuel filters in the PCV system, but I don't want the plastic fuel filters to be pressurized. I want, like in DoctorEvo's illistration, the PCV between the intake manifold and oil catching "device" whatever it may be, a catch can, fuel filter, etc.