if that were true…the folks who have throttle body 6:00 position oring oil leaks would never have leaks since the crude paste should seal this back up.

 

oil is sprayed from jets under the pistons on the non compression side to the cylinder walls , oil is sprayed onto rockers then drips down to the oil pan, there is oil mist everywhere inside the engine on the non compression side…this oil mist travels with ccv gas. If you doubt this, start your engine with oil your oil fill cap on .. oil mist will spray everywhere.

 

Still has to go through a combustion event to get to the turbine.

 

I’m talking about the majority of the ccv oil that is not sourced from inside the combustion chamber

 

I think we are having a miscommunication, let me try again

How does any oil from/in the intake system as whole, regardless of why it is there, get to the VVT blades on the turbine side of the turbo without going through a combustion event?

How would there there any lubrication properties left in that oil after it has been through that much heat and pressure?

In my mind it is a detriment not a bonus to the parts you are worried about needing to be lubed from the oil in the CCV, I am just trying to see what I am missing in your specific concerns.

 

I just fired an email off to SBE about their oil catch can... it appears there are two threaded ports on top of the can. I asked them about it... if that's the case, I could retain the adapters under the OEM CCV box from Mishimoto, I'll have to buy another 3/4 hose fitting for the other port, extend the lines, with 5/8 to 3/4 inch adapters, I extended to have the can sit on top of a piece of 2x6 on top of the fuse box by the driver's side fender because the S&S filter mounts where the Mishi can mounted and run the SBE catch can. I'll see what happens...

 

If I return the ccv to intake…I’m going to relocate the s&S return filter to the chassis and put the ccv filter on the firewall.

the return filter gets hot fuel so not worried about it freezing up.

 

How will there be any heat there when the truck isn't running?

 

when the truck is not running the temps should be exactly the same as in the engine bay.


when the engine is on…the return filter is before the fuel cooler and thus it gets heated by return fuel…..I think that would be a good thing on a chasis mounted filter in case the moving truck .


i don’t think the return filter gets hot in the engine bay with the engine off.

 

So when it is below freezing overnight and this gizmo freezes solid how long is it going to take for the fuel to thaw it out, and how much pressure will be on the crankcase during this time?

 

the same as the engine bay location.

 

I think I misunderstood you, given your reply I have a new question:

Given that the operating temp of the engine is ~200 deg F, wouldn't the air coming from the crankcase vent be sufficient to keep the can/filter from freezing at either location?

 

we are talking about two different things…let me clarify

a. Moving the S&s return filter to the basis. This would give me room for the ccv filter in the engine bay. I don’t think there is a temp cost penalty since the return filter routes hot fuel. Any concerns for static freezing of the fuel in the filter would not be any different from static freezing in the engine bay.

b. The racor ccv filter. Overkill pointed out that racor recommends keeping the filter case warm or hot. I think this means when you shut the engine down…a warm or hot filter case would let the goop run down to the drain better. The racor discussion is suggesting that if the case of the filter quickly cools…goop accumulates on the inside walls of the filter housing. I don’t know why this goop wouldn’t slide down to the drain during the next engine run but Racor is so concerned about it that they sell a filter heater. So my thought was if I put the filter in the engine bay at the firewall …it would stay hotter longer than if I frame mounted it.

now…I still don’t know if I am going to return the ccv to the intake or keep it free air. Engine seems to run better with the free air model.

so right now…if I return to intake I plan to use the racor filter element. If I leave it free air I’m going to replace the favor filter with a roll of perforated sheet metal with 1mm holes.

i don’t think I care about racors filter case concerns if I don’t use their filter.


as a side note…I have noticed linear back pressure with the s&S return filter meaning the lift pump pressure seems to climb which I think is due to the s&s return filter backing up. Which is probally why s&s went to a higher micron return filter and spe created their sensor solution…having said that…I plan to use a multi port manifold for the return filter and put a sensor on it. My long term vision is to put a large 2 micron return filter with a multiport manifold and have a sensor as well as having my lift pump return terminate on the manifold. I am also thinking about adding a return path using a filler neck hose with a fitting and moving the manifold close to there with everything that needs a return line having their own return line to the manifold instead of the current arrangement in which s&s , the lift pump people, etc, wants to t fitting the existing return line at the engine bay .


just some random thoughts and I hope it answers your question.

 

It does help and thanks for the detailed reply. It also gave me something to ponder, I have a few extra filter bases, and 1R-0750 or even a 416-1225 filters and am now thinking about adding one between the tank and the S&S return filter, I already have 5 filters/separators in my fuel system, what is one more considering I have all 90+% of the parts on hand. though keeping up with service intervals may require a spreadsheet lol.
Thanks for sparking the thought, I would like any input on this idea.

 

So do you have a 2011 thru 2016

or 2017 and later

different filter architecture's