higher boost = higher blowby.... now a solution

oldpoopie

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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. :D


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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TDikook

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OOHH Interesterd. Keep us posted. you could almost fill that with a filter medium and be done with it. Hmmm...

Eric B
 

LurkerMike

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Hmmmmm.... this is very interesting!

With a modified pipe from the air box to the turbo, I'm thinking that you could plumb this new crank case vent back into the intake pipe with a an actual working oil separator that would use the OEM CCV location for its oil drain back.

Just what I need... another plumbing project. :p
 

maloosheck

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LNXGUY said:
This goes in place of your oil cap, then your oil caps screws into this.
This part I understand. So this is just an open end breather? What is the advantage over the filter on CCV?
 

jackbombay

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I'd think he now has 2 elephant hoses, why create another hole only to plug the existing one? there's no gain there.

Before and after Dynos? lol ;-)
 

oldpoopie

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2001 golf gl, 2006 jetta, 1981 ALH swapped rabbit pickup, 1998 beetle
jackbombay said:
I'd think he now has 2 elephant hoses, why create another hole only to plug the existing one? there's no gain there.

Before and after Dynos? lol ;-)
DING DING DING.... your correct. This is not to replace the stock ccv, but to ADD to it. Both will be routed to atmosphere.


LurkerMikeHmmmmm.... this is very interesting!

With a modified pipe from the air box to the turbo, I'm thinking that you could plumb this new crank case vent back into the intake pipe with a an actual working oil separator that would use the OEM CCV location for its oil drain back.

Just what I need... another plumbing project. :p
lurkermike. You'd have to follow these basic principals to do that, and install a check valve.

This quote is from the mann provent install instructions


Oil return pipe (3)​


The port (3) is connected to
the sump through a drainage
pipe. In principle, there are
two types of connection:
Below the oil liquid level:
The oil return pipe (3) is
connected below the minimum
allowed oil level of the
sump using a drainage pipe.
According to the interconnected
pipes principle, the oil
level in the oil sump and the
drainage pipe will be the
same. This oil receiver acts
like a siphon so that as there
is suction at the outlet port
(2) the blow-by gases are
directed to the oil separator
(9). During operation there is
the same negative pressure
at the oil receiver as at the
oil separator. The design of
the ProVent
® allows this negative
suction pressure to be
adjusted to a lower level than
in comparable solutions so
that the oil column height in
the drainage pipe is relatively
low during operation. Accordingly,
the drainage pipe is
designed to only handle the
correspondingly low height
of the oil column, which
considerably increases the
installation options on the
engine.
Above the oil level:
This connection variation requires
a check valve, which
is supplied as an extra option.
The valve is fitted in
the drainage pipe where the
connection is made to the
engine. During operation the
separated oil collects above
the check valve (10), while
at the same time the valve
is closed by the negative
suction pressure present in
the ProVent
® housing. When
the weight of the oil column is
above the closing pressure
of the valve or after the engine
has been switched off,
the separated engine oil
flows back into the oil sump.


 
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oldpoopie

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2001 golf gl, 2006 jetta, 1981 ALH swapped rabbit pickup, 1998 beetle
Increasing the boost levels, and combustion pressures in any motor can and does exceed the design limits of the stock CCV system. Blowby increases drasticly, so does crancase pressure. Venting that pressure will help the engine run more efficiently, and ensure the seals dont blow out.
 

maloosheck

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oldpoopie said:
Increasing the boost levels, and combustion pressures in any motor can and does exceed the design limits of the stock CCV system. Blowby increases drasticly, so does crancase pressure. Venting that pressure will help the engine run more efficiently, and ensure the seals dont blow out.
Ok. So instead of filtering, it is all about venting it out, right? Just a straight pipe? No problem with fumes, smell, pollution, dirt being sucked in, CEL?
 

jackbombay

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No CEL, air only leaves the elephant hose so no possibility of "dirt sucked in" and I've never smelt mine after 2 years or so but I only drive my car on the race track with this set-up.
 

mydeathbynapalm

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Interesting. If I remember correctly...the last time I started the car up without the oil filler cap and the ccv...I felt currents of 'air' pulsing from the filler cap and much smaller ones from the CCV...that there is more baffling around the CCV?

Price I found at Impex: $36.91
 
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oldpoopie

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2001 golf gl, 2006 jetta, 1981 ALH swapped rabbit pickup, 1998 beetle
Contact Bleachedbora. He sourced mine, and may be able to work a tdiclub deal.
 

doc_m

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hmm wonder if adding it to a current set up like this



and just adding another elbow to the lower end would be a good idea?
 
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oldpoopie

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2001 golf gl, 2006 jetta, 1981 ALH swapped rabbit pickup, 1998 beetle
I think adding a whole 2nd ccv filter would be more like it. Decreasing the load on each unit.
 

BleachedBora

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I'll offer an initial price of $35 shipped for these for whoever is interested. :) That's pretty much at cost, so hopefully we can combine orders with some other things...
Cheers,
-BB
 

TDIMeister

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When I saw the thread title I thought new better piston rings were available...
 

teichman317

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1998 NB
Whats too much

How do you know when you have too much blowby? My 98 NB seems to put an awful lot out of the CCV - even at idle.

Dave
 

dabear95

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2002 Golf GLS, Silver
I think they all do, take off the oil cap when she idles and hold your hand over it...



Jason
 

B4Ugo

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oldpoopie said:
I think adding a whole 2nd ccv filter would be more like it. Decreasing the load on each unit.

I was thinking a single larger unit with two inlets and one outlet.
 
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