Originally Posted by MitsuJDM

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.

Originally Posted by DoctorEvo

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".

Originally Posted by DoctorEvo

...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.