oldpoopie
Vendor
- Joined
- May 14, 2001
- Location
- Portland Oregon
- TDI
- 2001 golf gl, 2006 jetta, 1981 ALH swapped rabbit pickup, 1998 beetle
Well, for a long time I've been thinking of the ccv system on our motors, and how once you've upped the power, your really maxing out the stock CCV system. I'd discussed this with jeff at rocketchip years ago, but only now just got to tackling it. I've been running an elephant hose on the stock puck for a while, but have found a way to add to the stock system. The AEG 2.0 gas engine pcv breather puck/oil filler. 06A103465
It screws into the stock oil cap location, but adds a ccv vent. Then you screw your stock cap to the added breather.
The hood will just barely close without interference.
No pics of it installed yet, but here is the part itself.
I know its not compound turbos or anything, but I sure think its neat.
Edited to add this quote from the forced performance website.
It screws into the stock oil cap location, but adds a ccv vent. Then you screw your stock cap to the added breather.
The hood will just barely close without interference.
No pics of it installed yet, but here is the part itself.
I know its not compound turbos or anything, but I sure think its neat.
Edited to add this quote from the forced performance website.
The crankcase vents are the second largest cause of oil loss from a good condition turbocharger. The seals in the turbocharger were designed with expectation that the pressure inside the compressor and turbine housing will always be greater than the pressure in the bearing housing. If this is ever not the case then oil will come out pass the seals. A restricted crankcase vent will cause this to happen. If the amount of ring blowby exceeds the ability of the crank vents to release the pressure positive pressure will build within the crankcase. This pressure within the crankcase can exceed the pressure inside the compressor and turbine housings under some operating conditions resulting in oil being driven pass the seals by the improperly biased pressure gradient across the seal rings. In severe cases it may be necessary to introduce vacuum pumps to deal with crankcase pressure, but these would be very severe high boost applications where even low percentages of blowby produce a high volume of crankcase vent flow.
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