Reply to thread

Message: [QUOTE="TARM, post: 49440, member: 578"] To put that into a perspective people are more use to 1" H20 = 0.0361 PSI It take over 27" H20 to equal 1 PSI Ideally a small vacuum to help evacuate the vapors is great but to much vacuum apparently is also not good. From what I can see it surprisingly takes very little CC pressure to create issues. We are not even talking close to 1 psi from what I can tell. Does anyone have a chart or a spec range for crank case pressure? What is the amount blow by thats acceptable? The point you need to be looking at piston rings or valve seal? The point you where seals begin to leak from the pressure. I can not think of any negative in performance to having a CCV on each head instead of just one. If they are going to be taken into the down pipe or run to the rear of the vehicle its just some extra hose or a Y or T to a central hose or catch can. Just an FYI a member over on PSN did actual testing of the effects on CCP from vent to atmosphere, into intake, catch can to atmosphere and also back into turbo. With the catch cans made for the 3" PVC with SS mesh the can seemed to have no effect on pressure. What I have wondered is while there is a vacuum from being plumbed into the air intake what about when you let off the throttle when you were building boost. COnsdier that there is enough back pressure venting thru the intake filters to blow the hose right off the turbo inlet with larger turbos. All certainly get that whoosh sound as the boost blows back out thru the compressor wheel and intake filter. I tend to wonder just how high the crank case pressure spikes and causes seals gaskets o rings etc to leak or be damaged... As far as I can tell the most consistent levels will be had from venting to atmosphere or to exhaust if you can effectively get it to pull or hold neutral. As exhaust flow would go up with load as would CCP it should work well together in theory. [/QUOTE]