B series all motor race header, 1 7/8" stepped to 2" 24" primaries with megaphone [IMG]IMG]Top mount manifold, divided T4 flange, dual wastegateoil catch tank[IMG][/IMG]

 

why do most honda turbo setups not reroute the valve cover breathers back into the intake tube after the catch can?

 

damn, that header is blingin, looks good

 

i think you need to fix your image link because.....

 

nice work you could make tons money if you sold that stuff

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Jon@ForcedFabllc.com &raquo;</TD></TR><TR><TD CLASS="quote">why do most honda turbo setups not reroute the valve cover breathers back into the intake tube after the catch can? </TD></TR></TABLE>

That's what I had asked in the valvecover thread.

My guess would be that a couple large hoses vented to the atmosphere rids the crankcase pressure alot better than a closed system using only the intake to pull the positive pressure out on big power setups.

 

Think about it. If you have one end of a hose leading to a reservoir with atmospheric pressure and the other end to a supply of pressure (i.e. inlet/boost side of turbo), what would happen. either u pressurize your crank case or your catch can.

 

Who did the coating on that header?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by cptengineer &raquo;</TD></TR><TR><TD CLASS="quote">Think about it. If you have one end of a hose leading to a reservoir with atmospheric pressure and the other end to a supply of pressure (i.e. inlet/boost side of turbo), what would happen. either u pressurize your crank case or your catch can. </TD></TR></TABLE>


What is there to think about? Why would anybody hook it up to the 'boost side' as you call it? We never mentioned anything of that sort, we said the turbo inlet, which btw doesn't create positive pressure back into your catch can and crankcase like you say, it acts as a vacuum to help pull the excess crankcase pressure out, like a large majority of oems do.

 

yes into the turbo inlet, Im from the nissan world where our turbo motors are setup with this system from the factorys, we normally route them into the catch tanks then take the outlet of the tank and put it back into the inlet of the turbo to help create a vacuum.

 

most people with turbo hondas dont run any filter at all and if they do its just a filter on the turbo inlet. you would need an intake pipe to be able to install a fitting to draw the crankcase pressure out.

 

that makes sense, im so used to having to position a MAF in the inlet pipe so we have plenty of places to replumb

 

The catch can doesn't filter out the oily crap 100%, and after a while your entire intake tract will be coated with it. Do you really want the inside of your intercooler coated with heat transfer inhibiting gross oily residue?

 

To th original poster, where did you get the flange for the header?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by rorik &raquo;</TD></TR><TR><TD CLASS="quote">The catch can doesn't filter out the oily crap 100%, and after a while your entire intake tract will be coated with it. Do you really want the inside of your intercooler coated with heat transfer inhibiting gross oily residue?</TD></TR></TABLE>

THAT is the main reason why. Generally what collects in the catch can is unburnt fuel, which can be corrosive. You also get oil residue that will build up not just in your piping, but on your valves. Factory setups reroute it into the turbo intake, but the bulk of them: 1) don't run the 'excessive' clearances built Hondas do, 2) have emissions to deal with, and 3) usually require occational cleaning as part of scheduled maintenance. This is assuming you compair to a factory turbo car right from the factory. A better setup would incorporate an exhaust slashcut w/checkvalve instead of the filter, but I'm not sure about track rules. Its technically greener to dispose of the junk properly than to burn it in the engine or allow it to exit the exhaust in raw form.

 

I remember learning that the majority of blow by that will condense into a liquid is water, which is why your oil should be over 212 degrees.. I've never heard anything about unburned fuel being a large component of what ends up in a catch can. ? I'd think you'd have to be running incredibly rich to cause that. And even if you were getting fuel vapors past the rings, why wouldn't they just flow out with the rest of the blow by? Fuel is highly volatile, and at that temp, how would it even condense in the catch can? That's a new one for me..
As far as the valves, I've never seen that either, at least on any port injected motor. (Those techron commercials are a little dated) How is anything going to build up on a valve with an injector spraying right on it? The IM may be a gross black oily mess due to the pcv system, but that last part of the ports and the valves are always relatively clean.