What is wrong with unmetered air entering the engine? As long as it is not burned in the combustion chamber it should be okay.

 

Ya Man I'm confused now too,
and I need it explained to me like your dealing with a child.
( my mind stopped developing @ 30yrs ago )

Fact:
We have 1 PCV stock and it's on the Pass Side
We have nothing on the Drivers side.
(But we do have a tube piped up to the boot off the T/B)

My set up has better PCV to replace original one on Pass Side
Plus
it gives you a 2nd PCV to use on the Drivers Side (reverse flow)

DO I WANT THE DIME TRICK OR NOT ????

I must insist on easy answers at this stage of this post,
Yes or No will do just fine, I may have actually confused myself so much that my brain may never work again,
even for the little amount it was

 

With breathers unmetered air DOES enter the combustion chamber

 

Where does this unmetered air come from?

 

The "straw" on the bottom of the inlet boot that goes to the driverside cam covers pulls air through the breather on the passengerside cam cover.. That straw in AFTER the maf.. I have seen many Lightning's get lean codes by just adding a breather..

 

Passenger side with a breather cap, air can come in through the breather, get sucked up that crappy PCV valve into the plenum, then into the engine.

 

Um, if you have breathers on the engine and are stupid enough to not plug the holes in the upper plenum and in the boot before the TB you will have unmetered air entering the cumbustion chamber.

 

Rob where did you get your setup?

 

I think the majority of us now have headaches. I know I do. With so many differing opinions I'm tempted to just put it back to stock configuration and call it good. But, just for the record, I'm a mechanical dumb a$$.

 

Rob_02Lightning, YES.







Don't read any more or you risk being confussed.







The "dime " plug will stop the boost pressure that is on the other end of the hose at WOT from "recycling" through the upper plenum. And the new one way PCV valve stops the boost pressure, at WOT, from entering the passenger side cam cover.





Take a look at a picture of Johnny Lightning's upper plenum, the hose bib fitting is totally blocked off at the upper plenum, just like the dime will do for you.





Just to refresh:
A stock PCV system, at WOT, allowes boots pressure to enter the crankcase by way of the passenger side PCV valve. This pressure is relieved out the drive side VENT line into the intake boot.


Quote me all you like..... but thats how it is.

NoSurprise

 

I put the dime in mine the other day and added a breather on the same side ,and now my brain is fried TOO!!!

 

Yes i have totally blocked off the rear line to the lower manifold. No running problems or changes at all.
Read my post on the NLOC.
I try to explain it as simple as possible.

 

http://lightning-enterprise.com/

THANK YOU No Surprise I will do the Dime Mod.
Why Not, Cheapest Dam Mod Yet to try

 

Don't read anymore at the risk of being confused ... huh....well stop typing these wild theories and confusing everyone

PCV Bypass .......Theres a right and a wrong way to bypass your PCV (Positive Crankcase Ventilation) system...Lets first understand the function of the PCV system. The PCV system is intended to relieve the crankcase of any positive pressure by allowing it to vent through the free flow of air, either into or out of the crankcase. Prior to advent of emissions, the crankcase was just vented through a breather on the valve covers or intake manifold to the environment. Emissions requirements necessitated a “cleaner” way to vent the crankcase to prevent the hot oil laden vapors from damaging air quality. That led to the inclusion of today’s modern PCV systems. Current PCV systems are still pretty simple, consisting of an air inlet, a valve, and an outlet. The air inlet (the vent tube) supplies filtered and metered airflow into the crankcase. The PCV valve, which when opened by either internal intake plenum vacuum or positive crankcase pressure, vents into the rear of the intake plenum, allowing the now oil contaminated but otherwise filtered and metered crankcase ventilation airflow to be consumed by normal combustion processes. ........ 2 significant issues:

1) The crankcase ventilation airflow is metered since the vent tube is located after the MAF. Because the airflow is metered, it must make it into the intake plenum to assure that the air/fuel ratio is correct. Therefore, if we bypass the PCV system, it must done in such way that no unmetered air can reach the intake plenum, for if it does, the air/fuel ratio will be adversely affected. Similarly, any metered airflow in the PCV system must make it all the way to the intake for the same reason. What this means is, if you bypass the PCV system, it must be bypassed completely, both the inlet and the outlet air transfer paths must be blocked. You just can’t block off one and not the other.

2) The PCV valve is intended to be opened by intake plenum vacuum (negative pressure), but can also be opened by positive crankcase pressure. Therefore, whenever vacuum is present in the plenum, the crankcase pressure will vent into the plenum and the ventilation air is “drawn” into the intake plenum through the PCV valve all the way through the crankcase, drivers side vent tube, MAF, and intake boot. Furthermore, when positive crankcase pressure is present, it will be vented through the PCV valve into the plenum.
There’s no problem at all under most circumstances, but there can be very significant issues in certain applications, especially if substantial cylinder blowby is present, if the PCV system is overly effective, or if supercharged. In most applications, the PCV system works just fine, but certain hi Horsepower applications may run better with the PCV system bypassed, even though it will not be emissions legal.
In that case, the decision is yours, bypass the PCV or remain emissions legal? High compression engines setup with low tension oil control rings are a real good application for PCV bypass. Engines with poor ring seal and substantial blowby will also benefit because the incoming air charge will not be oil laden, which effectively lowers the octane of the air/fuel mixture and increases susceptibility to pre-ignition, detonation, by crankcase gases entering the engine along with the air and fuel, cutting down on the amount of fresh, clean air the cylinders receive. Although there's a very small amount, it's always better for fresh, clean air to enter the cylinders rather than engine gases. The engine gases are hot, and will increase the temperature of the air in the intake manifold. Remember, for every 10° increase in intake air temperature, you'll lose about 1% of the engine's horsepower. The 99-up models seem to have acute issues with overly effective PCV systems, just about every intake manifold has been thoroughly soaked with oil. In fact, Ford issued a service bulletin for valve cover replacement reportedly using revised baffling to minimize oil contamination of the air charge. However, it is very ineffective.

The dual vent system is the way to go in any high boost or blowby application because the general flow requirements through the PCV system are restricted by the small size of the lines and the small aperatures of the vent and PCV valve. This is especially critical on the 99-up models which already have PCV systems which may be seriously diluting the air/fuel octane with oil vapor. A word of caution regarding the use of one-way valves in the PCV system of supercharged applications. It is not recommend. Here’s why. Lets say you have a problem with blowby that deposits oil into the compressor inlet from the vent line, pretty common problem. Stop and remember how and why the PCV system works. Engine vacuum (negative pressure) opens the PCV valve, and draws ventilation supply flow, i.e., metered air, through the engine and into the intake manifold. Now, in boosted applications, the intake manifold will be under vacuum only at very low rpms. Most of the time, the intake manifold will actually be under boost and therefore will be under positive pressure. Therein lies the problem. Even though the PCV will open under positive crankcase pressure, that positive pressure created in the crankcase by blowby is acting against a greater or equal positive pressure in the intake manifold. When both sides of the PCV valve are at the same pressure there will be zero flow because the valve can’t open if its one way. That means that you’ve now positively pressurized the crankcase by blowby. Now, the PCV system has to act in reverse. The flow and pressure will be vented the wrong way through the vent line over to the supercharger inlet. This is why Ford Engineers use a 2 way PCV valve.
This is the point where one theory recommends the use of a one way valve. The theory is to orient the valve to only allow flow into the crankcase, but not out from the crankcase. (Most Lightning PCV kits supply a PCV valve that allows flow out of the crankcase which is not the problem...thats what you want.....and then to keep oil out they just plug the entrance at the plenum). Don't do it.


So two breathers seem to be the ticket. Plug the line at the lower intake and put a plug at the plenum, Plug the intake boot and install breathers on each valve cover.

The drawback to venting an engine’s blowby is that the breathers will eventually become oily and start to drip.
The answer is not pretty but it is effective. Periodically remove the breathers, wash them in solvent or K&N filter cleaner to remove the oil, reinstal them, and wipe off your valvecovers and engine bay.

OR we can leave as designed (with the stock PCV) and stick a separator at the pass side valve cover and a restriction (dime with a small hole in it Rob) at the back of the plenum will keep oil vapors out the the intake track.

Now your brain is full

but you still need to go back and re-read this

 

Exactly why I've been running two breathers since last year.