TEDSgrad

iTrader: (4)

I need a fresh air port between the TB blade and the MAF. I'm using a DBW TB which has no provision.
Is it advisable to attempt to put a port in the silicone? Are there plastic connectors/bridges/collars that I might use?

TEDSgrad

iTrader: (4)

Found this pic. Looks like a simple solution (KISS), but what could I use to put it in the silicone without distorting.

TTOP350

iTrader: (8)

What are you trying to get air to?

TEDSgrad

iTrader: (4)

LS2 DBW Throttle Body has not provision for air. A port is needed between the throttle blade and the MAF (most guys use cable driven that has a port off the TB).
The mentioned "air bridge" is a corvette piece between the filter and the throttle body. I have a silicone hose.

TTOP350

iTrader: (8)

Let me ask another way.
After u put a hose fitting and hose in ur silicone hose, what r u going to hook the other end 2?

TEDSgrad

iTrader: (4)

Left tank outlet as described in the diagram in post #4

TEDSgrad

iTrader: (4)

Finally found it! I will probably grind the flange down a little to minimize restriction inside the silicone intake tube. It's made of aluminum, has 3/8" barb, and nut on the outside so it will snug to the tube and not elongate the hole that I will put in.

TTOP350

iTrader: (8)

I tried to look at that diagram but it's fuzzy and not readable.. Esp when zoomed in on. At least 4 me...

TEDSgrad

iTrader: (4)

No problem, happy with the solution. That's what counts.

TTOP350

iTrader: (8)

Looks like a nice solution.
Looked at this on the lap top, you needed a filtered fresh air inlet for the oil vapor separator.
That balances the air psi in the crank case so the other lines don't create to much vacuum and make seals whistle and or leak.
You could also just put a small filter on that line. Either way, just make sure the tune is checked because sometimes it can create a small drive ablity issue when air lines are added or subtracted in the inlet after the MAF.

TEDSgrad

iTrader: (4)

Don't want a filter - want to keep it a closed system! I'm hoping that it will not be disrupting - but I'll be watching it closely.
Here's another diagram:

This is not my text, but it's worth understanding:

The PCV system has two main parts. 1) the clean air side, 2) the dirty air side. The clean air side connects from the valve cover to a clean air source after the MAF and only routes through a catch can IF you have two separate cans installed. The dirty side connects from the valley cover or drivers side valve cover (depending on which configuration you have) through an inline PCV valve to the catch can and then back to the intake manifold.
Your PCV system should be closed. Do not use a breather on the catch can or valve cover as it allows for unmetered air to enter the engine and makes the PCV system function improperly and less efficiently.
The intent of the PCV system is to reduce crankcase pressure manifested from blow-by during the engine cycle. Engine vacuum is much more efficient at drawing these gases out of the crankcase than venting to atmosphere. This also creates a small vacuum on the crankcase that does slightly improve ring seal and power output. The final benefit is the environment. A closed PCV system recirculates the blow-by gases rather than releasing them in the atmosphere.

Concerning the clean side can, they are needed for road racing or any type of racing where high RPM's are maintained for long periods. The clean side will pull oil from the valve cover into the intake manifold just like the dirty side if PCV velocity isn't slowed sufficiently to allow for carry over oil to drop out of suspension. Flow within the PCV system isn't one-way. The clean side will flow in both directions depending on the pressure conditions within the engine. Anyone running open track events with the stock clean side PCV system will experience intake contamination.
Yes. If dirty side PCV flow is backed up due to excessive crankcase pressure, the clean side will reverse flow. Clean side reverse flow is not desired, but if the dirty side doesn't have the capacity it will follow the path of least resistance.

A fixed orifice PCV system is used to meter blowby from the crankcase into the intake manifold, where it would be consumed during normal engine operation. This system is simple in design and construction, and provides crankcase ventilation based on the size of the fixed orifice valve and the normal operating characteristics of intake manifold vacuum. The biggest drawback of this type system is that blowby production does not always match intake manifold vacuum characteristics.
W/out proper crankcase evac with a fresh air source to flush......you will get far less life out of your motor than the same motor with a proper system on it.
I can definitively state with 100% certainty that poor PCV performance will SIGNIFICANTLY affect wear metal production and DRASTICALLY shorten oil life.

And why I choose the port in the silicone tube:

... has anyone else noticed that hooking the PVC line into the port on the intake just behind the throttle body mount makes the #2 cylinder go lean at idle? We measured all 8 EGT's on our dyno and noticed a +300 degree increase on #2 everytime it was connected. Above idle it would balance out with the other cylinders. We connect prior to the throttle body in the cold air tubing to eleminate this. This provides little vacuum at idle, but increases with engine speed.

TTOP350

iTrader: (8)

You can't put this line behind the throttle body blade, it cannot have vacuum on it at idle like the PCV valve has.
If you did, you would have 2 lines pulling vacuum on the crankcase at idle and nothing letting filtered air in to balance the crank case. ( would create whistles though gaskets or sucked in gaskets and issues like above if you did)

Long day 4 me, I hope you understand what I'm saying. (what you are doing is correct but it can be done either way)

I had a lot more typed but it disappeared. Oh well, enjoy the new setup!

TEDSgrad

iTrader: (4)

Works well! The hose is not as taught as it looks in the pic.