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gamiller · 06-07-2008, 07:46 PM

[I've been helping my friend with his various projects. We towed two of his Supras out to the sticks where nobody will care whether or not they run. Then we parted out a Fiero so that he could upgrade his daily driver. This weekend we replaced the timing belt on his brother-in-law's Passat V6. PITA! Everything forward of the engine must be removed to get to the timing cover.

]

The breather line that got cut through was handily repaired using this . Worked like a champ and beat having to buy that overpriced, crooked, breather line from Ford! I still can't seem to keep the DPFE hose connected to the EGR tube; it keeps blowing off. I need to find a corbin clamp that will hold it.

The leak from the water pump should stop once the housing is replaced with one that has a fixed restrictor plate. [FYI, for the price of an aftermarket water pump, you could order a pump from Ford that comes with the housing. No brainer!] Once installed, it will enjoy drinking coolant chilled by an SVT radiator I got from Reebs.

This tool should make the job a snap!

Trevor inspired me to do something about my oiling issue. I ordered a pair of catch cans from the highly-regarded Saikou Michi. Since the valve cover breathers flow into the block but the PCV valve flows out the block, they need separate catch cans. These baffled cans should do nicely!

I've also pretty much decided how I'm going to resolve the issue of the PCV valve seeing pressure from the outside the block, something it was not designed to handle. First, I'm going to replace the stock PCV valve with one from a car turbocharged from the factory: SVO Mustang, Buick Grand National, Supra or something more modern, such as an Evo, Speed3, or WRX. That should allow it to seal tightly when under boost, preventing air from getting into the crankcase through the valve. That solves one problem but creates another: with the valve sealed, the crankcase cannot vent excess pressure. I'm going to solve this problem the way Subaru did on the WRX by using a second PCV valve that vents to the air intake ahead of the turbo. So when not under boost, the crankcase vents following the stock route, and when under boost it vents into the induction system.

Now I just need to figure out what the source of fresh, metered air will be for the valve cover breathers...

06-07-2008, 07:46 PM	#94 (permalink)
gamiller Emission Test Flunkee Join Date: Jun 2001 Location: Fairfax, VA Posts: 2,704 Blog Entries: 3	Re: All or Nothing: My 3L Turbo Install [I've been helping my friend with his various projects. We towed two of his Supras out to the sticks where nobody will care whether or not they run. Then we parted out a Fiero so that he could upgrade his daily driver. This weekend we replaced the timing belt on his brother-in-law's Passat V6. PITA! Everything forward of the engine must be removed to get to the timing cover. ] The breather line that got cut through was handily repaired using this . Worked like a champ and beat having to buy that overpriced, crooked, breather line from Ford! I still can't seem to keep the DPFE hose connected to the EGR tube; it keeps blowing off. I need to find a corbin clamp that will hold it. The leak from the water pump should stop once the housing is replaced with one that has a fixed restrictor plate. [FYI, for the price of an aftermarket water pump, you could order a pump from Ford that comes with the housing. No brainer!] Once installed, it will enjoy drinking coolant chilled by an SVT radiator I got from Reebs. This tool should make the job a snap! Trevor inspired me to do something about my oiling issue. I ordered a pair of catch cans from the highly-regarded Saikou Michi. Since the valve cover breathers flow into the block but the PCV valve flows out the block, they need separate catch cans. These baffled cans should do nicely! I've also pretty much decided how I'm going to resolve the issue of the PCV valve seeing pressure from the outside the block, something it was not designed to handle. First, I'm going to replace the stock PCV valve with one from a car turbocharged from the factory: SVO Mustang, Buick Grand National, Supra or something more modern, such as an Evo, Speed3, or WRX. That should allow it to seal tightly when under boost, preventing air from getting into the crankcase through the valve. That solves one problem but creates another: with the valve sealed, the crankcase cannot vent excess pressure. I'm going to solve this problem the way Subaru did on the WRX by using a second PCV valve that vents to the air intake ahead of the turbo. So when not under boost, the crankcase vents following the stock route, and when under boost it vents into the induction system. Now I just need to figure out what the source of fresh, metered air will be for the valve cover breathers... __________________ Roush Performance Suspension Nautilus Performance Stage 3 Turbo Kit Last edited by gamiller; 06-09-2008 at 01:30 AM.