Is it possible to just run a breather instead of the PCV valve?

Are there any ill effects associated with this?

Is it a bad idea?

Any one done this?

 

Yes. You will ideally need two, one for each bank;

Yes. It will stink, and combustion by-products will condense and form nasty sludge on the cam covers and valve train when the engine is at less than full operating temperature;

Yes. See above;

Yes. It is commonly done on track only or show cars, though I would not do it on a DD, especially on an engine that is never driven enough to fully heat up.

The PCV system has no negative impact on performance, and provides the benefit of (surprise!) Positive Crankcase Ventilation to purge the nasties described above...

 

Thanks for answering my questions Cliff!

I realize that it has no negative impact on performance, as that is not my reason for asking those questions.

When I preformed my motor swap a couple days ago I used the 96-98 cobra style cam covers which don't like the 97 lincoln intake tube routing so much, so I put a plug in the pcv hole on the pass. side and tryed just running the PCV valve that is in the drivers cam cover.

This was causing me to pull vacuum in the crankcase that was not escaping until I pulled the dipstick out some to relieve the suction.

So, in the interest of prolonging the life of the engine I will track down at least one COP cam cover.

Also, are valve cover gaskets reusable? (I know that sounds dumb, but if I can be cheap I'm going to)

 

Re: the gasket, if it's one of the formed "rubber" gaskets and is still resilient and not hardened up then I would probably re-use it. Often applying a very thin film of sensor safe RTV sealant is not a bad idea when reusing a formed gasket...

 

I'd hope its not hard after only 78K of old man style driving :P.

In all seriousness, thanks for the information Cliff.

 

I have been thinking about doing the rebreather until I saw this. I have a single turbo on my car (Hellion) and the compressor is creating such a powerful vacuum that it is actually drawing a small amount of oil and carbon up through the PCV valve, through the vacuum line, and into the compressor and the entire cold side of my system. Is my best bet installing an oil catch can in the middle of the vacuum line, or is there another better alternative?

 

On which side of the "compressor" are you seeing these high vacuums, inlet or outlet? To which side is the PCV connected?

For the record I know very little of turbos--don't like 'em, don't use 'em.

Positive displacement or bust...

 

Cliff, I know you have a lot of technical knowledge, and don't say things with out supporting evedince......so I'd like to hear your side of "Positive displacement or bust..." argument.

In other words, why don't you like turbos?

 

Though there is no reason for me to justify or argue my personal preferences, opinions, or any other rational or irrational utterances, here goes anyway.

Mostly I do not like the lag inherent in turbo systems and much prefer the immediate boost available with PD pumps. And I do not like having one or more ugly ***** of rust under my hood/car/whatever.

I have been around and used both systems over the last 45+ years and for more reasons than I could or care to list I have come to prefer positive displacement superchargers.

You will note that these guys



use PD air pumps. If turbos were better they would use them as they tend to be cheaper.

Also let me say that FWIW there is no point in anyone's challenging this opinion or boasting of their opinions re: the benefits of centrifugal blowers, be they exhaust or belt driven--I will not bite. Quite frankly I have been involved in so many such discussions about this over the years that the entire subject bores me to tears--sort of like "What motor oil should I use?"

Speaking of which, it doesn't matter--buy the cheapest 10W-xx crap Walmart sells and change it every 2000 miles--you engine will last 150k+ miles easy...

 

@cliffyk: The PCV valve is on top of the driver's side valve cover. It has a hose running from it, across the top of the engine, that is connected to the inlet tube, after the MAF and before the compressor.