Exactly...Its going to go to a Y or T adapter, dunno which yet. I am also going to use a gauge fitting somewhere to temporarily tap a spare vacuum gauge on there and see what it's pulling.
Exactly...Its going to go to a Y or T adapter, dunno which yet. I am also going to use a gauge fitting somewhere to temporarily tap a spare vacuum gauge on there and see what it's pulling.
nice. are those -10an fittings on the valve cover?
nice. are those -10an fittings on the valve cover?
hey somebody is looking for a tuner in norcal
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So i mocked up what i think your doing and what i plan to do...
You:
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Intake manifold is capped off?
Me:
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Oil return on turbo is sent to an fitting on oil pan. Then old oil return to block sends oil through -12 fitting to catch can that connects Intake manifold...
Is this correct?
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So i mocked up what i think your doing and what i plan to do...
You:
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Intake manifold is capped off?
Me:
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Oil return on turbo is sent to an fitting on oil pan. Then old oil return to block sends oil through -12 fitting to catch can that connects Intake manifold...
Exactly...Its going to go to a Y or T adapter, dunno which yet. I am also going to use a gauge fitting somewhere to temporarily tap a spare vacuum gauge on there and see what it's pulling.
thank you soo much for being a pioneer and trying this, I know a few of us here have wanted to try it for a longggg time if this works it will be an absolute must have for everyone (top of the list for power guys)
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Intake manifold is capped off?
Me:
Valve cover Pass side and Valve cover Driver side meet in a Y block, then go to the exhaust. Oil return on turbo is sent to an fitting on oil pan. Then old oil return to block sends oil through -12 fitting to catch can that connects Intake manifold...
Is this correct?
Not exactly as you laid it out. The exhaust side is fine, although I am not really a fan of them, it will help out immensely with the pressure issues. It has been my experience that you can sometimes get the crank to '0' pressure, but rarely no additional vacuum. Also the exhaust bung needs to be at the correct angle for best efficiency.
Now the only real issue I see is you have hooked up your old return line as a vacuum venting point, but hooked up the end to the intake which will end up pressurizing your crank not to mention kill some power. I would ideally run that line from the oil return, to a catch can (not a $20 one either) then to your CAI, not the intake mani itself. That way you will always have active VACUUM on the line. Now I have not done all the testing yet to make sure that the vacuum is not too great as excessive crankcase vacuum can cause issues with the rings, but I would think a -10AN return under vacuum from the CAI would be fine.
Make sense?
Quote: Originally Posted by nuts
why go to the block?
Because a) it's already a fitting you can utilize and b) it is direct relief of crank pressure instead of snaking through the block and head
Quote: Originally Posted by reed
just run a y or t to the im port to catch can,
then from catch can to y block on the passanger side,
from the y block to the ex. system
A good catch can is a must, but as described above, if you run one line to the block, and the other to the intake, you will be pressurizing the crank with boost.
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Not exactly as you laid it out. The exhaust side is fine, although I am not really a fan of them, it will help out immensely with the pressure issues. It has been my experience that you can sometimes get the crank to '0' pressure, but rarely no additional vacuum. Also the exhaust bung needs to be at the correct angle for best efficiency.
Now the only real issue I see is you have hooked up your old return line as a vacuum venting point, but hooked up the end to the intake which will end up pressurizing your crank not to mention kill some power. I would ideally run that line from the oil return, to a catch can (not a $20 one either) then to your CAI, not the intake mani itself. That way you will always have active VACUUM on the line. Now I have not done all the testing yet to make sure that the vacuum is not too great as excessive crankcase vacuum can cause issues with the rings, but I would think a -10AN return under vacuum from the CAI would be fine.
Make sense?
Because a) it's already a fitting you can utilize and b) it is direct relief of crank pressure instead of snaking through the block and head
A good catch can is a must, but as described above, if you run one line to the block, and the other to the intake, you will be pressurizing the crank with boost.
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