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#30 by westcoaster on 24 Apr, 2010 21:30
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Mystery3
You'll get farther with just a pinch of sugar rather than a gallon of vinegar...
That said,
There is nothing like a good argument for connecting the crankcase vent to the intake.
One such argument would be: Hmmmm.... VW motor in a suzuki samurai..... *snap* those little four wheel drive buggy's that some people like to lift and drive around where there are no roads!!!!
A good and plausable argument there for would be if he takes that motor into somewhat deep water he'll want that crank case vent connected to his intake so his motor doesn't fill with water... Thinking snorkle here...
meh, I plumbed mine in because I didn't like the stink... not because I was going wading...
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#31 by TDsamurai on 24 Apr, 2010 22:55
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I dont see myself going through anything deeper than 3ft. my air filter will probably be about 4ft.
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#32 by BlueMule on 25 Apr, 2010 07:17
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Bluemule, I think that moroso kit is the exact kit that i have installed on a race car, mind you this was back in highschool when i didnt really understand what it was for. I still do not fully understand why i couldnt install that about a foot after my turbo or so? why wouldnt there be enough negative pressure, and here i was concerned there might be too much. And no im on the other coast, Vancouver Island.
So lets get this straight, the oil into the intake doesnt hurt anything as long as i have no EGR which i do not, however the oil also is not neccessary and it wouldnt hurt anything to not have it there, but it would be best to recycle it into the crankcase for oil consumption purposes.
Thanks for the response guys this is getting alot more interest than i expected.
TD, the question revolves around high pressure waves/pulses. Every high pressure pulse has a low pressure area behind it, even high pressure waves from nuclear bombs. So what happens is a high pressure wave, namely the exhaust pulse, passes by the pipe that is welded to the collector, and of course it is welded on an angle, the check valve ensures that the high pressure does not go back up into the engine.
Now as soon as the high pressure pulse passes you have the low pressure area behind it. What happens now is that the atmospheric pressure in the crank case is greater than the low pressure behind the pulse, this pushes the check valve open and some of vapors go into the collector and then the check valve closes till the next cycle.
Obviously the closer the wave to the angled pipe the more effect there will be, so the header pipes that are closer to the angled pipe will “flow” more than those father away.
So how does this affect us, well because of the nature of a turbo manifold and the turbo itself we have some difficult physics to overcome. So let’s start at the back and work forward. Putting the “angled tube” in the down pipe will not work because there really are no “strong” pressure waves. The turbine homogenizes all of the individual pulses that would normally be found in a header collector, that’s why a turbo engine without a muffler sounds so much different than a non turbo engine with an open header. Also putting the “angled tube” in the area that one could call the “collector” right before the turbine inlet won’t work because the turbine has a certain restrictive effect on the exhaust, which again, kind of homogenizes the pulses, so you do not get a clean pulse in this area either.
The only solution for this is to install four “angled tubes” one at each exhaust port, either in the head or into the exhaust manifold, the reason I stated the there really was no viable option for this in the VW TD, is that drilling the exhaust manifold, properly placing the tubes, etc. is, IMHO a lot of work and $$$$$ for the gains you would see. In the ‘80s both Mercedes and GM used this type of solution to add air from an air pump to the exhaust stream to get the catalyst to Fire Off when the vehicle was cold. It can be done but since you don’t want to break the budget…….
If you wish to filter out some of the oil mist, you can make or buy an oil recovery tank with some baffles, hook one side to the baffle thing on the top of the valve cover and the other end to the inlet side of the turbo, this should filter out the majority of oil. Or you could go the cheapest route and leave it stock.
Wow this looks like a Phd dissertation, so I am done.
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#33 by blackdogvan on 25 Apr, 2010 10:27
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I stumbled across a Mann Provent on local craigslist NIB & cheap. Still haven't gotten around to installing it but here's a pretty detailed article on it & its installation on a PD.
I like it for two main reasons, It has a filter to separate the oil from the CC gasses & ports the oil back into the pan instead of just holding it & requiring constant draining.
http://www.emotors.ca/articles/128.aspx
When I get around to installing it i'll post a few pics. -
#34 by Laurentian on 25 Apr, 2010 11:38
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Good post, I'll read up thoroughly later...
I decided to try venting under the car last
summer and blocked off the plumbing into the
intake. 1.9TD / K14. The car stunck like a thousand farts.
I now tee off both back to intake and under the car
equally to prevent a runaway.
Later,
Hugh -
#35 by TDsamurai on 25 Apr, 2010 13:00
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does nobody know what size tube i have to use for a drain on my existing seperator?
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#36 by TDsamurai on 25 Apr, 2010 13:49
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so i have to match that size or would a 1/2" tube be large enough? do i just drill and thread a fitting anywhere on the bottom of the seperator?
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#37 by TDsamurai on 25 Apr, 2010 14:41
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so you have 2 hoses coming from the block off plate? 1 goin to valve cover and one going to oil seperater? and then the 3rd hose is off the seperator to intake? that seems quite simple
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#38 by TDsamurai on 25 Apr, 2010 16:46
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cool thanks libby
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#39 by ezekiel on 26 Apr, 2010 15:37
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I use a Racor CCV3500 for my 1.6TD. It's is plumbed in from the valve cover, like the factor vent puck, into the CCV, and it drains back to the block-off plate next to the vacuum pump. The clean air goes to the intake.
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#40 by arb on 28 Apr, 2010 09:49
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Then again....
do these small 1.6 L VW engines barf more oil than the cummins 5.9?
I hooked up my crank case breather to the stock samurai air box. I'm not seeing a whole lot of oil. Yes there is enough to make the intake wet alright. but it isn't soaking my paper air filter.
Without the baffle over the cam shaft, or separator, yes... the cam lobes are much closer together on the VW than the Cummins so more mist will flow out the vent sitting right over the #4 lobes... the Cummins has much larger, further spaced cam lobes, and I would not be surprised if they have a nice baffle under the cover.
Spearator thread to follow... -
#41 by TDsamurai on 28 Apr, 2010 10:31
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this is almost FAQ worthy
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#42 by Luckypabst on 28 Apr, 2010 11:05
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Here's the separator I'll be working on in the next day or two. This one's designed to mount to left side of the van firewall, toward the front. It'll have a pair of 1/2 NPT bungs facing the rear, a drain facing down and some amount of internal baffling that I haven't quite worked out just yet. Material will be .120 6061...
Chris