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Bill (Powerstrokehelp.com) doesn't know what he is talking about on this. It is the type of video that gets people to laugh at him.
Re-routing it properly doesn't have any negative impact on the turbo.
You just need to make sure that your crankcase pressure doesn't increase when you re-route the ccv. Ford has a crankcase pressure spec (and a specific tool for measuring it). I can post that spec if you want.
I assume he is referring to exceeding the crankcase pressure spec when he talks about the turbo seals. Don't really know for sure though, since he says he doesn't know why it happens.
I don't like dumping the oil to the ground. IMO the roads have enough oil on them. I added a filter and took the vent back to the intake. I did a fair amount of research on blowby rates and did the pressure loss calculations. I sized the filter and the hose big enough to ensure that I wouldn't have an issue w/ crankcase pressure. I fabbed up my own tool to measure crankcase pressure the way Ford does (sized the orifice to the diameter Ford has on their tool) and confirmed I don't have an issue.
Miles driven (or wear), horsepower (tunes), etc. can add variability in blowby rates and in the amount of oil collected, so "one-size may not fit all".
I'm not sure Bill has ever taken a turbo apart to see what the seals really are, they are not "seals" in the strictest sense, they are split rings which direct oil from passing as a dam, but they do have a gap. If you have high crankcase pressure, since the drain line for the turbo is open to the crankcase volume it has the potential for crankcase gasses to pressurize the oil chamber in the turbo housing. These are flow lubricated bushings and not pressurized. That's when you could have oil escaping the "seals".
The transfer tube in the intake pathway is interesting, the opening faces the flow path. While there would be a pressure drop from the atmosphere in the pathway, having the opening facing the "pressure" side is the opposite of creating a true venturi effect. Almost as though they wanted to minimize the amount of flow from the crankcase.
The 2003-04.5 motors have a larger collection box on the driver's valve cover.
For about 5 yrs I had a CCV reroute on. I did it just like Mark describes - pretty sure I was reading right off one of his posts years ago when I did it. I used a Racor 4500 filter and some 1" marine hose. I gave the set-up to Yahiko a few yrs ago. I decided to remove it because it was a nuisance when I needed to work on that side of the engine and it was going in to Ford for a Head gasket job. It would capture about a 1/2-1 cup of oil about every 6mo. So I guess that oil ends up in the intercooler now. I don't really think this is a big deal either way. The CCV reroute done properly is certainly not a bad thing but it will probably take a decade or more before you realize any reward for doing this. Just my 2c
My initial reaction when I looked at my intake port and especially my intake valves was I really need to do this. I'm starting to question that now with the implementation of blocking the exhaust gas flow through the EGR channel. The oil itself may not really be the issue, the mix of oil and carbon may be the real concern, as long as the oil does not excessively carbon up.
Over 20k on my CCV reroute open ended under the frame terminating at the transfer case. No drips, absolutely spotless turbo, intake pipes and intercooler. The turbo has metal labrinth seals that work with centrifugal force.
Hot side CAC pipe CLEAN after 20k Hot side CAC pipe right after turbo boot CLEAN after 20k Turbo outlet boot CLEAN Turbo vanes CLEAN after 20k, NEVER had CCV touch them since it was brand new and I installed it. Never going to either.
My initial reaction when I looked at my intake port and especially my intake valves was I really need to do this. I'm starting to question that now with the implementation of blocking the exhaust gas flow through the EGR channel. The oil itself may not really be the issue, the mix of oil and carbon may be the real concern, as long as the oil does not excessively carbon up.
That comparison I have not seen yet.
Yup. Keep the exhaust gases out is way more important than a little oil mist.
The oil mist collecting on the intercooler supposedly lowers the efficiency of the cooler. But if you're running a mildly built 6.0 I don't think you'll ever notice the loss if any.
I never bought into the crank case vent re-route. With 198k + miles I see no detrimental effects really.
If the Nav engineers did their design and dyno work, and we have no data they didn't, they would have taken into consideration the oil interference in CAC performance.
Over the last days I've been going into the camp of you need to do one or the other, stop the carbon flow or stop the oil mist flow, it may not be necessary to do both. You can, but you may not have to.
I wish the proper materials for oil-compatible CAC boots had been chosen.
The CCV system hasn't been totally benign as it relates to other engine components - especially to those w/ dented hoods (CAC boots degrading and pipping off).
Over 90,000 hours on this engine...why isn’t the CCV stuck back into the intake? Because in the oilfield we can’t have engines blowing oil soaked boots off the turbo, it cost too much down time which means less oil and gas production. I run 80 different sized units and not one has CCV anywhere but to atmosphere.
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