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SC2150 · 04-01-2013, 03:58 PM

Correct.

Then you need clean filtered makeup air for the flushing. If using a vent out breather it's fine for off road if the engine does not pull to much vacuum, but these engines will pull 18-22" of vacuum at idle and deceleration and thats enough to pull seals in as well as pull oil off the wrist pins and crank journals so we run a vac releif valve set to 14-15" max on the opposite valve cover we pull from to avoid this on that type of application.

Here is a good explanation of turbo or centrificul SC applications....and not a single system comes from a manufacturer/vendor that comes with the proper system. All just releif pressure and some with a very inadequate oil seperator:

While in normal operating when not in boost, the system uses the intake manifold vacuum to pull in clean filtered air through a breather located in the oil fill cap and pulling out the rear of the drivers side valve cover (you can T the valley cover barb as well if desired) and through the can which traps all detectable oil from the crankcase vapors. Then a second checkvalved line will run from the outlet chamber of the can to the inlet side of the turbo (as close to the inlet wheel as possible, right at the coupler where it attaches to the turbo(s) and this provides evacuation suction when in boost. So, when in non boost operation the primary (-8 AN fittings and lines) checkvalved line is providing evacuation and as soon as the valve detects any positive pressure, it closes and the second valve to the turbo inlet side opens for a smooth transition to that vacuum source and not allowing any boost to pressurize the crankcase. As soon as the primary valve detects vacuum from the IM then it reverts back to the primary evacuation mode.

The suction -8 lines have integrated high flow checkvalves in them for big boost, big cube applications and they are positive closing when boost is detected. The center of the can (no valve in) is the can inlet and the crankcase vapors travel app 16 " from inlet to outlet and the oil laden vapors are never moxed with the separated/cleaned vapors (unlike any other can on the market). This will give a constant evacuation flow at all times never allowing damaging combustion byproducts that are part of the blow by all engines have to condense and settle into the oil. The result is the ideal (short of a belt driven vacuum pump system which is the best) way to ensure no oil ingestion to cause detonation, and the crankcase continueously is being evacuated.

04-01-2013, 03:58 PM	#53
SC2150 Account Suspended Drives: 2012 Camaro RS, RX supercharged Join Date: Dec 2009 Location: Bradenton, FL Posts: 6,063	Correct. Then you need clean filtered makeup air for the flushing. If using a vent out breather it's fine for off road if the engine does not pull to much vacuum, but these engines will pull 18-22" of vacuum at idle and deceleration and thats enough to pull seals in as well as pull oil off the wrist pins and crank journals so we run a vac releif valve set to 14-15" max on the opposite valve cover we pull from to avoid this on that type of application. Here is a good explanation of turbo or centrificul SC applications....and not a single system comes from a manufacturer/vendor that comes with the proper system. All just releif pressure and some with a very inadequate oil seperator: While in normal operating when not in boost, the system uses the intake manifold vacuum to pull in clean filtered air through a breather located in the oil fill cap and pulling out the rear of the drivers side valve cover (you can T the valley cover barb as well if desired) and through the can which traps all detectable oil from the crankcase vapors. Then a second checkvalved line will run from the outlet chamber of the can to the inlet side of the turbo (as close to the inlet wheel as possible, right at the coupler where it attaches to the turbo(s) and this provides evacuation suction when in boost. So, when in non boost operation the primary (-8 AN fittings and lines) checkvalved line is providing evacuation and as soon as the valve detects any positive pressure, it closes and the second valve to the turbo inlet side opens for a smooth transition to that vacuum source and not allowing any boost to pressurize the crankcase. As soon as the primary valve detects vacuum from the IM then it reverts back to the primary evacuation mode. The suction -8 lines have integrated high flow checkvalves in them for big boost, big cube applications and they are positive closing when boost is detected. The center of the can (no valve in) is the can inlet and the crankcase vapors travel app 16 " from inlet to outlet and the oil laden vapors are never moxed with the separated/cleaned vapors (unlike any other can on the market). This will give a constant evacuation flow at all times never allowing damaging combustion byproducts that are part of the blow by all engines have to condense and settle into the oil. The result is the ideal (short of a belt driven vacuum pump system which is the best) way to ensure no oil ingestion to cause detonation, and the crankcase continueously is being evacuated.