Jayton

Thanks for the pics of your setup! It will help with ideas for mine.

Torque Masters

1/8th BPT

I purchased and received this Crank Case Ventilation Filter http://www.maesco.com/products/racor/r_ccv...r_ccv_prod.html And it's a very high quality part and good to 400hp but its a bit larger than i would have hoped. I'm not sure I'm gonna be able to find a good spot to mount it. I'll keep you guys posted if I do hook it up.

Yes this is my problem. Although the car does not make a lot of smoke out the tailpipe. It just always has a slight odor of burning oil and I do have oil residue in the intercooler pipes.

I understand the direction of the CC pressure and that the KV and or PCV at the front of the valve cover are one way check valves that will only let pressure flow towards the intake manifold. I also understand that under boost the rear port on the VC lets CC pressure out and that if it's blocked or restricted that the pressure will build past desirable levels. What I don't understand is that when using the KV setup (which is nothing more than 2 large check valves) why it's recommended to use a restrictor in addition to the KV that is between the VC and the intake manifold.

I don't understand the purpose of a restrictor when using the KV setup? Why not just install a hose barb fitting in place of the PCV? Can you please explain.

I never removed the PCV when using the KV setup. I was using the PCV plus the KV check valve between the valve cover and intake manifold. Whenever I remove the dipstick during idle I always experienced a vacuum release sound. I am pretty confident that whether or not it's the cause of my turbo lubrication issue that I need to return to a closed crankcase ventilation setup. I wish that I was more educated regarding crankcase pressure and how it works before going the route of a KV or breather setup. When I bought the car as a young pup my main goal was to remove all the clutter under the hood and one way to do this was to remove the stock oil seperator and related pipes and hoses and to stick a breather on the back of the valve cover as I saw many others doing. I didn't realize how stupid this was. Do we have a FAQ Posting regarding this? I think all members should be properly informed as to how the stock setup works and what the possible consequenses are in changing to a KV or breather type

Yes I realize that the catch cans in the link I posted DO have baffles. They were one of the only ones I could find that actually do. That's why I am considering them. I hear ya about having to drian it and that it does not drain back to the oil pan. These are definitely draw backs. I did find this one though that has all the features of the stock setup including a drain back to the oil pan PLUS a replaceable filter element with an indicator when it's time to change it: http://www.maesco.com/products/racor/r_ccv..._ccv_intro.html The drawback to the stock setup is you can't tell when it's clogged or not performing properly. Besides I'm a sucker for 'high performance' items over stock whenever they make sense.

Yes, GPopShop. Speak to Gerry. Tell him Jason from NY with the Starion referred you. He has excellent customer service and is very knowledgable.

This is the sweatest catch can/seperator ever! Thank you for posting this. I have been searching online for a few nights trying to find a legitimate baffled catch can (not an empty polished soda can) and the best one I could find was from this company: http://www.saikoumichi.com/ but it doesn't have a drain back or a filter that you can replace. The right part made of high quality materials is worth every penny everytime.

Yeah I'm definitely not gonna put the stock seperator on. I was looking at catch cans online last night. I was surprised that most of them do not have baffles. I didn't see a Greddy that was baffled. I was considering one from this company who makes legitimate ones: http://www.saikoumichi.com/

Upon the input of another member via PM and the suggestions/input you guys have provided here I am beggining to strongly believe that this is a crank case pressure problem. What I did not realize about the stock seperator and PCV setup is that it actually uses the Turbo to create a vacuum under boost to relieve CC pressure. I honestly don't believe the rear KV is capable of relieving the CC of all the pressure a 20G at 15+ psi produces. Even before I had the Krank Vent setup (and before the 20G) I have always had a breather on the rear port of the valve cover (and i have had the car since '92) After completing the restoration with all the mods and upgrades is when I installed the KV system. I had removed the KV system in the past when I had suspected it might be problematic and noticed no difference, but I was using a breather on the rear of the valve cover. I have never fully returned to the stock seperator setup and I think it's time I do this! I believe I need the vacuum it creates to extract the excessive pressure the larger Turbos create.

How vital is it to apply sealant to the seam where the block and timing chain cover meet?

Yes I have thought about this. I had installed a wideband last season and it was reading fine, but other factors indicate that I am running on the lean side. So you are saying that a lean condition which increases heat in the turbo could actually bake the oil while the car is running and therefore starve the bearings? I had asked my turbo rebuilder about this and he didn't think it was a probable cause, but I'm willing to explore all options. Besides, don't all turbo's/headers glow under hard/high boost conditions even when not running lean? As far as supporting mods: fuel pump and lines, ignition module, header, exhaust, ported and polished head, blah, blah, blah. Nothing in the way of upgraded or additional injectors yet though.

Got one. Thanks guys.

LOL. That's hysterical. I posted that late last night and didn't even realize. My car has a Black Clock.

I need a black clock for cheap. I don't care if it works. I need the bezel to mount an EGT meter in. It's gonna get moddified. If you have 2 I will take them in case I make a mistake or change the way i want to do it.

I have one. Shoot me an offer via PM

I just installed an M6 head (no jet valves) and am making an adapter plate so it can be used with the stock intake for now. I was just making sure that I could cover these 2 ports on the intake with the adapter plate.

The 2 small ports between the 2nd and 3rd cylinder runners on the intake manifold are for what? the EGR and coolant to the throttle body?

I'm in need of a downpipe flange for the TD05 for fabricating a custom downpipe. Please contact me directly at jtilt25@yahoo.com as I have not been recieving email notices of replies to my posts.

Anyone?

Does Glen still have/make them? How can I get in touch with him?

You cannot port the stock intake to match the larger water passage on the M6 because it's much larger. You can however use an adapter plate and use a magna intake gasket on the head side and a stock gasket on the intake side.