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Old 12-06-2012, 09:26 PM   #126
claythrow
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I have most of my old pcv system still in tact. One "t" fitting broke, it's more of how the hell to put it back.
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Old 12-27-2012, 06:19 PM   #127
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Sorry to bump this up...

Is everybody using the avcs coolant crossover pipe? I have an N/A SOHC crossover pipe and I would have to plug the block vent in a way that it sits flush on the block so I can use my crossover, or I can find a new crossover that works properly.

Are all the turbo coolant crossovers compatible with the AVCS vent on the block or do I need the avcs one?
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Old 12-27-2012, 06:33 PM   #128
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I was just wondering the same thing about the crossover.. also.. are the block water lines different Id imagine?
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Old 01-01-2013, 07:58 PM   #129
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Quote:
Originally Posted by sidewayz View Post
Ok. I got bombarded with PM's regarding this issue. Here is a total parts list of what you need as well as pictures.

All the parts you need to go to your local Subaru dealer for.

21328aa011- main breather pipe
99071ab352- short breather hose
99071ab333- pass side breather hose
99071ab343- driver side breather hose
scan of parts list

You will also need a few hose clamps to fit 5/8" hose. The driver side breather hose you may or may not use. For this motor I didn't because of where I put the breather. I just used 5/8" emissions hose.

Depending on how handy you are or if you can weld aluminum is the deciding factor on if you use brass barbs or not. If you can weld, then just get some pipe and weld it onto the valve cover. If you can't weld, then you will need to pic up some brass barbs from your local hardware store. You will also need to tap the valve cover in order to use them. The taps can get pricey and you have to be very careful on your placement and depth of the barb. So it may be easier to find someone to weld the pipes in.
this spot is on the passenger side v/c

aluminum

brass

If you can't find someone, then you can send them to me and I will weld them in.

final install, sorry for the black engine I know its hard to see.
You've got a part number wrong. The main breather pipe is not 21328aa011. I just found out the hard way. I ordered all the parts and got that part. It's the coolant hard line that goes to the oil cooler. Pic below.

image-1096189973.jpg



image-2025770431.jpg



image-1388123036.jpg
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Old 01-02-2013, 10:15 AM   #130
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The correct part number for the hard pipe is 21141AA122 I believe. All other part #'s look to be correct.
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Old 02-05-2013, 05:44 PM   #131
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Has anyone actually pulled readings off of the port on the block? I feel like there is a bit of speculation as to what that port is really there for.
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Old 02-06-2013, 01:07 PM   #132
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Originally Posted by jaredperry View Post
Has anyone actually pulled readings off of the port on the block? I feel like there is a bit of speculation as to what that port is really there for.
which port?
No speculation. I'll tell you.
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Old 02-06-2013, 07:40 PM   #133
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In the middle of the 2.5 block. The port that people are capping off or running to the left and right 2.0 heads.
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Old 02-07-2013, 12:36 PM   #134
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The port in the middle just below the intake is a balance port. It's only purpose is to balance the pressure in the heads and block to aid oil drain back into the pan.

AVCS has a higher oil drain demand because the cam gears discharge into the valve cover area.

In the 2L heads it is not uncommon for oil to build up in the valve cover and discharge itself out the port on the top and into the intake due to excessive blowby and large oil pumps.

On AVCS cars the plastic T (with the pcv valve) in the port on the rear of the block has a small restrictor hole in it to limit pcv airflow through the turbo inlet to aid the intake (through teh pcv valve) in drawing a vacuum on the crankcase during cruise and not just get it's air from the turbo inlet. This same hole causes the difference in pressure between the block and heads when under boost. The 2L didn't have this restrictor hole in it, but also had a larger pcv valve that was located in the intake.

Using the middle port for anything other than balance will result in the movement of a lot of oil as the port is directly above the crank and has no baffles. Oil is slung into that port quite easily. This is normally not a concern because airflow through that port in the normal configuration is very low and therfor there isn't a lot of oil movement. If the port is used for actual pcv flow, you will carry oil into all sorts of place.

The rear port is actually an oil separator that is supposed to limit the amount of entrained oil that carries into the pcv system.

I think the addition of the restrictor was too help prevent excessive carryover into the turbo inlet as well. (That's a guess based on experiences I've had with these engines).
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Old 02-07-2013, 03:15 PM   #135
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^ Great Info.

I was curious because I hooked up a direct line from the mid port to a gauge in the cabin that read pressure and vacuum. I found the results to be rather interesting.

(There is only one port on the back of the gauge)

At idle, it bounces between 1psi and -1 inHg
At cruising speed the gauge is stabilized at -1 inHg -0 psi
Between shifts it bounces from 1psi - 3 inHg
Under full load I have gotten -10 inHg

This data does seem to correlate with what Maxwell mentioned in the last post, but does anyone else find this interesting?
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Old 02-07-2013, 04:15 PM   #136
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Quote:
Originally Posted by jaredperry View Post
^ Great Info.

I was curious because I hooked up a direct line from the mid port to a gauge in the cabin that read pressure and vacuum. I found the results to be rather interesting.

(There is only one port on the back of the gauge)

At idle, it bounces between 1psi and -1 inHg
At cruising speed the gauge is stabilized at -1 inHg -0 psi
Between shifts it bounces from 1psi - 3 inHg
Under full load I have gotten -10 inHg

This data does seem to correlate with what Maxwell mentioned in the last post, but does anyone else find this interesting?
that all seems to make sense. You are just measuring the pressure in the crank case relative to atmosphere. The point of the port is to balance between the heads and crank. If you were to take a differential pressure transducer and measure between the heads port and the crank port you should see no pressure change.

It might be interesting to see a PD measurement between the heads and crank with the balance system functioning vs blocked.
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Old 02-07-2013, 05:53 PM   #137
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^ I took a reading with a tee fitting between the heads with the mid port plumbed in and the readings fluctuate from -1/2 inHg to 0 psi.

These readings are consistent between idle, shifts, and full load.

Undoubtedly it is important to have the middle port of the block plumbed in and not capped off.
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Old 02-07-2013, 06:19 PM   #138
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Yes, so all that is telling you is the crank case is around atmospheric pressure. Nothing else. It does not shed any light on the pressure fluctuations between the crank and heads.
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Old 02-08-2013, 11:33 AM   #139
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Quote:
Originally Posted by jaredperry View Post
^ Great Info.

I was curious because I hooked up a direct line from the mid port to a gauge in the cabin that read pressure and vacuum. I found the results to be rather interesting.

(There is only one port on the back of the gauge)

At idle, it bounces between 1psi and -1 inHg
At cruising speed the gauge is stabilized at -1 inHg -0 psi
Between shifts it bounces from 1psi - 3 inHg
Under full load I have gotten -10 inHg

This data does seem to correlate with what Maxwell mentioned in the last post, but does anyone else find this interesting?
You are misinterpreting your data
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Old 02-11-2013, 12:09 AM   #140
jaredperry
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^ I dont mean to troll, but can you elaborate?
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Old 02-11-2013, 04:51 AM   #141
Zefy
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Quote:
Originally Posted by jaredperry View Post
^ I dont mean to troll, but can you elaborate?
Refer to my previous posts for explanation. I wasn't making up what I said.

To measure what you want to measure (what you thinking you were measuring) you would either need a pressure sensor that reads differential pressure (two ports) and run one line to the head port and the other to the block port. Or, run two pressure sensors with one going to heads and the other going to the crank. Data log each of them and subtract one from the other. This is the measurement you want.

However it is very unlikely the signal difference between the two will be different enough to be able to see it especially with the boost gauge you're using.

So I think the only way to measure this would be with a differential pressure transducer.
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Old 02-14-2013, 03:19 AM   #142
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Quote:
Originally Posted by jaredperry View Post
^ Great Info.

I was curious because I hooked up a direct line from the mid port to a gauge in the cabin that read pressure and vacuum. I found the results to be rather interesting.

(There is only one port on the back of the gauge)

At idle, it bounces between 1psi and -1 inHg
At cruising speed the gauge is stabilized at -1 inHg -0 psi
Between shifts it bounces from 1psi - 3 inHg
Under full load I have gotten -10 inHg

This data does seem to correlate with what Maxwell mentioned in the last post, but does anyone else find this interesting?
Your readings make sense for a PCV system that has been changed from the OEM design.

Judging by your numbers it appears you had the center port ONLY to the gauge and not to the balance port any longer.

If you hooked a gauge to the center port only and you got vacuum under full boost, you are proving what I said. If you left the balance tube in tact and you added a gauge to the center port, you are still proving what I said.

As I stated, the Rear port on the block is a baffled pcv supply. That supply taps into the PCV Valve to the intake manifold or goes through a restrictor into the turbo inlet. Your readings make it seem that you took out the STi plastic Y with the pcv valve and were using the 2L wrx plastic y that has no restrictor. When you get into full boost, the turbo is creating a lot of vacuum on the crankcase. That is the vacuum you were reading.

If you left the PCV intact, the turbo inlet is drawing vacuum on the crank case from the forward port on the inlet to the valve covers and rear port on the block.

The pcv system is designed to draw a vacuum. However, if you draw from just the valve covers and don't utilize a balance port, then you limit the flowback of oil from the head to the block.
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Old 02-14-2013, 03:23 AM   #143
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Quote:
Originally Posted by jaredperry View Post
^ I took a reading with a tee fitting between the heads with the mid port plumbed in and the readings fluctuate from -1/2 inHg to 0 psi.

These readings are consistent between idle, shifts, and full load.

Undoubtedly it is important to have the middle port of the block plumbed in and not capped off.
that's because it's a balance port, but it is only effective if you have ports on your valve covers to act as a non flow balance port as well. If you plumb it into a flowing pcv port, then you'll get oil carryover as it's not a baffled port.

when you did just the center you got vacuum right?

I'm having a hard time understanding your data because you aren't providing the whole test. This shows me that you don't have a firm grasp on fluid flow. If you did, you would know the importance of all the data. That isnt' an insult, it's an observation. I'll help you understand the best I can, but I would need to know the entire test to provide you an explanation of your indications. You are making me guess and/or assume how you had things hooked up.
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Old 02-20-2013, 10:57 PM   #144
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The first test (10inHg vacuum) was to the center port only.

The second test was from a tee'd off line that had everything hooked up as normal (L+R two nipples on the head and center port).
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Old 02-21-2013, 01:07 AM   #145
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im finding this interesting because i happen to have my 255 case middle (balance) port plugged.

i am running the crawford AOS. i am using 2.0 valve covers. i am using 2.0 wrx intake manifold. i plugged the pcv in the intake.

ill take some pics tomorrow and post up how i ran it. i'd just like to hear opinions on my setup...
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Old 02-21-2013, 01:08 PM   #146
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Quote:
Originally Posted by jaredperry View Post
The first test (10inHg vacuum) was to the center port only.

The second test was from a tee'd off line that had everything hooked up as normal (L+R two nipples on the head and center port).
which PCV setup were you running? The EJ257 or EJ205?
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Old 02-21-2013, 05:34 PM   #147
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the valve covers come across to a T and then into the top nipple of the AOS. below that T is a 90 that goes horizontal to vacuum? on the AOS and downward to another T just above the baffled crankcase vent.

https://dl-web.dropbox.com/get/Camer...RGipP-t0RKSPxQ

this T below is the drain from the AOS. but there is no check valve in between the 90 to vaccum and the drain? so the same hose draws vacuum from the crank case under boost that is also returning blowby to the case? i dont know if im confusing myself but this doesnt seem right.

https://www.dropbox.com/s/4tdry6wb05...2015.31.04.jpg

the top line draws vacuum? from the cold air intake. the nipple on the drivers side of the AOS recieves coolant and the nipple on the passenger side feeds coolant to the turbo in line.

https://www.dropbox.com/s/uyqh2sr5vo...2015.31.26.jpg

Last edited by maxpowr; 02-21-2013 at 05:44 PM.
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Old 08-16-2013, 11:39 PM   #148
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I know this is an old thread but I can't find my answer. I teed my center vent in with the drivers valve cover. Will I run into and problems? I'm getting some blowby
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Old 08-17-2013, 02:50 PM   #149
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Originally Posted by 04ScoobyWtf View Post
I know this is an old thread but I can't find my answer. I teed my center vent in with the drivers valve cover. Will I run into and problems? I'm getting some blowby
This question is not specific enough and lacks vital information needed to answer your question.
What car? Pictures? Which port on the valve cover?
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Old 08-17-2013, 08:03 PM   #150
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Sorry its a wrx hybrid with stock 04 heads. I teed the center vent in with the drivers side valve cover. There's only 1 port. And the other end went to the breather tube on the intercooler
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