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Old 09-18-2006, 07:39 PM   #101
Bishop
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Quote:
Originally Posted by DanDiggler View Post
Ask and you shall receive...

http://www.iwsti.com/forums/showthre...dual+oil+catch

I'm not sure why this guy isn't selling these on all subie forums. From what ppl are saying its a quality product and he will do custom fabrication.

yeah freddie is actually doin a custom one for me. hell of a nice guys as well. i'll post pics asap.
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Old 09-18-2006, 07:59 PM   #102
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Quote:
Originally Posted by chimchimm5 View Post
Wow. These look nice.

Not that I'm going to do it, but if one was ONLY to put a catch can on one of the lines (either crankcase or valve, is that right?) then which would be the prefered one? aka... which one spits more oil?
That is what I want to know.
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Old 09-19-2006, 10:14 AM   #103
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same here - still looking for an answer to the one or two can issue!!!
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Old 09-27-2006, 01:23 PM   #104
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Have you guys tried googling for "airplane air/oil separators"? They also make them for diesel bigrigs....
I posted some links in the Crawford catchcan/vendor thread...
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Old 09-27-2006, 01:29 PM   #105
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Ha ha ha. I just did.

This is the 'editorial' from the bottom of the first page that came up in a search:
Quote:
Some of you have asked why I don't sell Air/Oil Separators. When used to capture engine breather oil residue there are several concerns:

1. The amount of oil out the engine breather is a useful indication of engine problems. The air/oil separator takes away this indicator

2. Air/Oil separators of small size may freeze up. This has caused accidents where the pressures blew the crankcase nose seal out of the engine resulting in loss of engine oil. A byproduct of combustion is water.

3. Air/Oil separators are like hooking a line up to your anus and piping it back into your mouth. Excuse the crude analogy but who wants the water, acids and other combustion residuals pumped back into ones engine.
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Old 09-27-2006, 01:42 PM   #106
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Quote:
Originally Posted by Leadfoot77 View Post
same here - still looking for an answer to the one or two can issue!!!
When I went with a fmic and a 20G turbo, my tuner said that one is enough.
He said that you are filtering the same thing as the other can, just in a different place.
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Old 09-27-2006, 01:50 PM   #107
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Quote:
Originally Posted by Okeyd57 View Post
When I went with a fmic and a 20G turbo, my tuner said that one is enough.
He said that you are filtering the same thing as the other can, just in a different place.
I don't think that's an accurate answer. Yes, you are filtering the same thing, but that's because there are TWO routes for the oil to return.

Plugging one nostril just means the snot will keep coming out the other.
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Old 09-28-2006, 01:49 AM   #108
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I still a little puzzled on why perrin directs everyone who buys their turbo inlet pipe to T these two lines together.

My car has always puffed a pretty good cloud of white smoke after a dyno pull and I think my perrin T(before) and single catchcan(now) could be the reason.
I guess I'll be getting a 2nd can and seperate my two vents.

The last problem is that even with 2 cans I still only have one nipple on my inlet pipe to vent them back into!
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Old 09-28-2006, 07:59 PM   #109
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white smoke usually means coolant though doesn't it? isn't the argument for 2 cans vs a T that the flow from the two spots are reversed each other?
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Old 09-30-2006, 12:50 PM   #110
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Here's my attempt at a single catch can but its not catching any oil.

After I installed my APS turbo inlet, my PCV and Crankcase vents were T'd together as you can see in this picture from APS:

Tubes 9 and 11 goes to PCV and 8 goes to crankcase tubes. Since they are now sharing the same junction, I thought I could run a catch similar to this one from element.


http://www.elementtuning.com/element...oncatchcan.htm

Instead of having the air filter on top of the can, I used 3/4" tube that goes back to the APS turbo inlet. I then ran the PCV on one side and the crankcase tubes on the other. It looks similar to this:

(Sorry, did this quickly from the others)

Would there be any reason its not catching oil? I'm thinking about getting a normal catch can just for the pcv system and use the can above just for the crankcase. I even might run the air filter at the top of the can just to eliminate any oil going in my intake.

Thoughts, comments?
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Old 09-30-2006, 10:01 PM   #111
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How much oil does your engine go through?
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Old 10-01-2006, 03:58 AM   #112
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Actually, not much. 1/3 quart every 3k.

I just added another catch can for the PCV only and did the larger catch can for the crankcase. It now has its own air filter for the crankcase.

Last edited by R0DENT; 10-01-2006 at 07:34 PM.
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Old 10-01-2006, 06:49 PM   #113
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Quote:
Originally Posted by byroll01 View Post
My car has always puffed a pretty good cloud of white smoke after a dyno pull and I think my perrin T(before) and single catchcan(now) could be the reason.
Could be, but the first thing I'd recommend is to ditch the stupidly small tubing and can fittings that Perrin wants you to use and go to either 5/8 or 3/4" lines (ID) and drill out some new can connectors.

The small lines have been problematic in a number of big turbo applications - causing some to mistakenly believe that either their motor or turbo had taken a crap. As it turned out, the only problem was excessive crankcase pressure directly caused by the skinny lines and can fittings.
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Old 10-01-2006, 08:54 PM   #114
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Quote:
Originally Posted by R0DENT View Post
Actually, not much. 1/3 quart every 3k.

I just added another catch can for the PCV only and did the larger catch can for the crankcase. It now has its own air filter for the crankcase.
That is not bad at all, likely why you are not getting any oil.

If you used up 1/2 a quart a day at the track then I would expect some.
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Old 10-01-2006, 09:09 PM   #115
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Quote:
Originally Posted by flycaster View Post
Could be, but the first thing I'd recommend is to ditch the stupidly small tubing and can fittings that Perrin wants you to use and go to either 5/8 or 3/4" lines (ID) and drill out some new can connectors.

The small lines have been problematic in a number of big turbo applications - causing some to mistakenly believe that either their motor or turbo had taken a crap. As it turned out, the only problem was excessive crankcase pressure directly caused by the skinny lines and can fittings.
I'll check the hoses tomorrow. That's a good point.
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Old 10-02-2006, 01:15 AM   #116
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Try this - take the can out of the circuit and run the CCV system with the stock tubing, stock layout. If the car stops smoking after the second or third pull, you'll know for sure. My car smoked like crazy on hard decel with the perrin lines - it drove me absolutely nuts until we finally figured it out.
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Old 10-02-2006, 01:08 PM   #117
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Flycaster - the stock layout isn't an option because the perrin inlet hose requires T'ing the CCV and the PCV together.
I'll see what I can do though.
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Old 11-07-2006, 01:32 PM   #118
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to T or to double-can - that is the question!
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Old 11-07-2006, 02:30 PM   #119
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screw catch cans and all that, i ordered a crankcase evac system. U weld the piece in the exhaust (im going to have it welded in my downpipe) and the exhaust flow pulls vacuum out, and it has a check-valve so nothing backs up. Should clean up the engine bay.

http://store.summitracing.com/partde...5&autoview=sku
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Old 11-07-2006, 03:04 PM   #120
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Quote:
Originally Posted by ImprezaRSfan! View Post
screw catch cans and all that, i ordered a crankcase evac system. U weld the piece in the exhaust (im going to have it welded in my downpipe) and the exhaust flow pulls vacuum out, and it has a check-valve so nothing backs up. Should clean up the engine bay.

http://store.summitracing.com/partde...5&autoview=sku
hmmm.. any more info out there on this. Does it have to be welded?
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Old 11-07-2006, 06:53 PM   #121
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yes it does
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Old 11-19-2006, 08:34 PM   #122
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I just installed my setup. And here is how it is. Now I used some common sense by looking at the stock inlet hose and figuring which hoses were directed back to it and here is how I set mine up. I now have a Perrin inlet hose, so I have one less fitting. I ran one hose from the pcv to the catch can. Then on the return, I ran a hose into a T, with one end of the T going to the fitting on the perrin inlet hose, and the other end of the T going back to the hard line on the front if the IC. The reason I did this is because that hard line AND the pcv line both returned into the inlet hose, so I figured "T"ing these together to go back into the inlet hose would be the right way to do it. If I am wrong, someone please chime in here and explain why. I know you want to keep the pcv and crankcase venting separate, but if they are both returning into the inlet hose, then would my return be ok?

Scott
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Old 11-19-2006, 11:01 PM   #123
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That was my logic as well. They only thing I did different from you was that I T'ed the CC and PCV together b4 the catchcan and ran one line back the my perrin inlet.
From what I can gather here the only reason not to do it our way(s) is that the PCV and CC vent differently so by T'ing them together we are possibly making one vent at the wrong time or into one another. That's why in stock configuration they are plumbed back into the inlet pipe seperately, so they can each do their own thing. I would like to put the check valves into my system but they are so darn much money. Eventually I guess.
byron
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Old 11-20-2006, 07:25 AM   #124
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I have no problem bringing the PCV back to the inlet pipe by itself. The problem is, I have a perrin inlet hose. So I have one less fitting. So basically if I do it that way, I will still have no place for the rocker hose. What has similar pressure that I can "T" into the inlet that won't have a difference in pressure???
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Old 11-20-2006, 02:54 PM   #125
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I have the perrin inlet as well and I was waiting for the same answer.
If it doesn't come then check valve will be my solution.
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