I wasn't sure how much I needed, so I bought the pint. I used less that 50ml, so 1.5oz. I believe the 3 oz tester would be enough for the manifold, turbo, and brake slaves. I shot it with the cheapest, smallest, HF spray gun, .010 tip.
That's great to hear, I was looking for a reference on how much to buy.
Everything is looking good!
I have done a fair bit of studying to figure the crankcase ventilation out. I started another thread regarding LNF Intake. I am pretty sure I have it figured out, and my thoughts do not line up with the opinions of the cobalt world. With more boost, or worn rings, blow by oil control has to be managed, and I believe if the system is maintained correctly, the factory system should work, mind you, i am a man with a theory, not an experience.
I just put a very crude vid on the other thread. If it doesn't answer your question, let me know.
Correct. In terms of ventilation and keeping crank case pressure down I'm sure the ventilation system does the job. I'm concerned more with the PCV system specifically which is a direct path (with the check valve in between) between the crank case and intake runners. While the manifold is under a vacuum condition, the engine pulls air from the crank case through the PCV pulling all of the blow by and oil vapors right into the manifold. Under boost the PCV shuts off to prevent boosting your crankcase (no bueno).
Thanks for the video Torch, that does help explain the particular platform at hand. I have yet to see the inside of an ecotec motor in person so it's good to see how it's designed in here. I see those additional pieces in the valve cover is their attempt at retaining as much of the sludge in the crank case as possible.
The majority of it is from that anyway. Under vacuum the manifold is pulling quite a bit of air, so any vapors get sucked in. It's pretty likely that a small amount also gets pulled into the turbo and intake, but that may be minimal.
Enough to keep crank case pressure down. Since the PCV is shut during boost the only place air can go is back to the turbo and intake pipe. As a test on my eclipse years ago, I put a vacuum gauge on the VC to confirm my setup worked, and it was always at least slightly in vacuum while driving. None of my seals (front main, rear main, camshaft seals) have never leaked.
Yup! It's nothing new, using a vacuum pump for crank case venting has been done for decades I believe. The more old school versions (usually built V8s) are belt driven, but an electric probably makes more sense in an application like ours. And again, this would just be the icing on the cake. Line/s ran to a vented catch can may be sufficient. I will likely end up testing this to be sure. If it doesn't then the 2 options remaining are running a catch can that runs back to the turbo to create the pull on the crank case (still getting a little vapor back to the engine) or a pump keeping it all external. This would only require 1 appropriately sized port/line. But, a second port with just a breather could also be of benefit as you would never pull TOO much vacuum on it if that's a thing.
Well that's something new. I have seen several different places on the valve cover from others - maybe different than the LNF. I really have not thought about the PCV until reading a few posts recently. Thanks!I only know the LNF at this point. But it's actually located in the intake manifold between runners 2 and 3, which I'm not particularly a fan of. This makes replacing it or eliminating it much more complicated and involved than on a car where it's external. IF it was still there, a PCV swap on my eclipse would be less than 5 minutes. Anyway, I'm thinking that the PCV could be pulled then the hole could be tapped and plugged using a set screw. I have no idea what the diameter would be at this point but would guess wildly around M16. I THINK this would be the same as removing and plugging the port of an external one.
Jim, sorry we've turned your build thread into a crank case ventilation thread..
No, it's completely internal so no outside line. You see it when looking at the manifold from the engine side where it seals on the cylinder head. The manifold has to be off the engine to see it.
That option has ran through my head too, it just seems like it could get complicated then there's always another fuel system to deal with. I know some auto manufacturers do exactly this from the factory. Having fuel hitting the valves makes a big difference on valve build up, but still not perfect.
Deleting the PCV is the cure!
