what to do with oil vapor vent
what to do with oil vapor vent
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Maybe I just need to seal up that plastic piece inside the intake box that is leaking oil all over the filter.
maybe like these
http://www.superturbodiesel.com/std/home...-t-12.html
^ forced what is that little separator tank with the orange cap?
and where is the oil going to? Into a holding tank or down to the oil pan?
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
Is there some low cost DIY way to recycle the oil vapor off the my valve cover vent. A way that doesn't put hot blowby into my air filter and intake?
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Maybe I just need to seal up that plastic piece inside the intake box that is leaking oil all over the filter.
maybe like these
http://www.superturbodiesel.com/std/home...-t-12.html
^ forced what is that little separator tank with the orange cap?
and where is the oil going to? Into a holding tank or down to the oil pan?
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
http://teamc.com/i-4554459-moroso-perfor...-tank.html
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
Cheapest I found.Cheaper than DIY.My last one cost me $40 in brass fittings and hose.
http://teamc.com/i-4554459-moroso-perfor...-tank.html
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
Well the glass didn't bust but the connections are leaky. Now, I think I will just dump all the vapor out onto the pavement.
How much oil is really to be recaptured? just a bit or what? I had a 700 mile road trip the other day that burned a quart. As long as I have to top off the oil level maybe I just spill a little out with the vapor.
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
^by gas I meant vapor. not gasoline.
Well the glass didn't bust but the connections are leaky. Now, I think I will just dump all the vapor out onto the pavement.
How much oil is really to be recaptured? just a bit or what? I had a 700 mile road trip the other day that burned a quart. As long as I have to top off the oil level maybe I just spill a little out with the vapor.
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
Ohhh I see.Yes you can do that.There will still be some oily mist.I use stainless steel wool in my catch tanks to give the mist something to cling to and cut down on a greasy mess under the hood.I also plumb back to the oil sump and use a check valve to keep from blowing back into the catch tank.
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
Now that the blowby is being spilled on the pavement and not into the intake I am getting a lot of white smoke in the exhaust. Can be minimized with throttle control. I guess all that dense cool air is the cause?
so what do you guys say
sticky rings?
poorly timed IP?
poor valve adjustment?
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Italian tune up? Overfilled oil?
Was just cruising around and had minimal smoke in town. At highway speed one big cloud off smoke came out when I accelerated from like 60-65+. Then I tried the same acceleration from 60 and got a black and white cloud. That was the last smoke.
What's up with that? Just burned off the oil to a lower level or what could have been going on?
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
^ sounds stupid. There is still plenty of oil vapor there. I just don't want oil all over my air filter and hot air in my intake.
Now that the blowby is being spilled on the pavement and not into the intake I am getting a lot of white smoke in the exhaust. Can be minimized with throttle control. I guess all that dense cool air is the cause?
so what do you guys say
sticky rings?
poorly timed IP?
poor valve adjustment?
---------------
Italian tune up? Overfilled oil?
Was just cruising around and had minimal smoke in town. At highway speed one big cloud off smoke came out when I accelerated from like 60-65+. Then I tried the same acceleration from 60 and got a black and white cloud. That was the last smoke.
What's up with that? Just burned off the oil to a lower level or what could have been going on?
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
If you have a catch can the best thing you can do is vent the rest of the vapors back into your intake after the filter. This puts a slight vacuum in the crankcase which increases power slightly. It also burns unburned fuel and blow by gasses. The white smoke is probably blowby gasses.
(11-11-2010, 03:53 PM)Olivier I was told not to do any change on the E300TD as its the way the vavles are getting lubricated with the oil fumes/ vapors?
Since then I left it in.
The head and all it's componets,IE valves,tappets,rockers,cam,etc..,get pressurized oil from the oil sump pump.The crank case pressure come from the spinning internal parts and the compression blowing past the pistons.
(11-11-2010, 06:55 PM)ConnClark If you have a catch can the best thing you can do is vent the rest of the vapors back into your intake after the filter. This puts a slight vacuum in the crankcase which increases power slightly. It also burns unburned fuel and blow by gasses. The white smoke is probably blowby gasses.
Turbo diesels don't have vacuum unless the air filter is enclosed like the factory unit.
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
(11-11-2010, 03:53 PM)Olivier I was told not to do any change on the E300TD as its the way the vavles are getting lubricated with the oil fumes/ vapors?
Since then I left it in.
The head and all it's componets,IE valves,tappets,rockers,cam,etc..,get pressurized oil from the oil sump pump.The crank case pressure come from the spinning internal parts and the compression blowing past the pistons.
(11-11-2010, 06:55 PM)ConnClark If you have a catch can the best thing you can do is vent the rest of the vapors back into your intake after the filter. This puts a slight vacuum in the crankcase which increases power slightly. It also burns unburned fuel and blow by gasses. The white smoke is probably blowby gasses.
Turbo diesels don't have vacuum unless the air filter is enclosed like the factory unit.
1990 Mercury Blue Max Cougar 3.8L with Automatic
Future OM617 Super Turbo Diesel Conversion with T56 6 Speed Manual
[attachment=3848]
its going to last about a month
1983 light ivory/palomino 300d turbo
This seems unethical for some reason, but it's the best thing i've come up with so far. It's some OE style Napa heater hose with a 90 degree bend about five inches from the end. Cut the little bent end shorter and whoosh, definitely more oil consumption. A lot of oil vapor in the intake clogs up all the sensors and the ports in the head. I had an 8th inch of crud in my intake manifold.
[attachment=3848]
its going to last about a month
1983 light ivory/palomino 300d turbo
(11-11-2010, 07:02 PM)ben2go Turbo diesels don't have vacuum unless the air filter is enclosed like the factory unit.
Even an open K&N has some vacuum behind it. Without a pressure differential there would be no air flow through the filter.
(11-11-2010, 07:19 PM)rdirtycar A lot of oil vapor in the intake clogs up all the sensors and the ports in the head. I had an 8th inch of crud in my intake manifold.The oil has to combine with something to make crud. Typically its soot from the EGR but from your photo we see you have fixed that.
(11-11-2010, 07:02 PM)ben2go Turbo diesels don't have vacuum unless the air filter is enclosed like the factory unit.
Even an open K&N has some vacuum behind it. Without a pressure differential there would be no air flow through the filter.
(11-11-2010, 07:19 PM)rdirtycar A lot of oil vapor in the intake clogs up all the sensors and the ports in the head. I had an 8th inch of crud in my intake manifold.The oil has to combine with something to make crud. Typically its soot from the EGR but from your photo we see you have fixed that.
(11-11-2010, 07:02 PM)ben2go(11-11-2010, 03:53 PM)Olivier I was told not to do any change on the E300TD as its the way the vavles are getting lubricated with the oil fumes/ vapors?
Since then I left it in.
The head and all it's componets,IE valves,tappets,rockers,cam,etc..,get pressurized oil from the oil sump pump.The crank case pressure come from the spinning internal parts and the compression blowing past the pistons.
He's referring to the valve seats. The OM606 is prone to valve seat recession and the oil vapor in the intake is essential to prevent or reduce this tendency.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
(11-11-2010, 07:02 PM)ben2go(11-11-2010, 03:53 PM)Olivier I was told not to do any change on the E300TD as its the way the vavles are getting lubricated with the oil fumes/ vapors?
Since then I left it in.
The head and all it's componets,IE valves,tappets,rockers,cam,etc..,get pressurized oil from the oil sump pump.The crank case pressure come from the spinning internal parts and the compression blowing past the pistons.
He's referring to the valve seats. The OM606 is prone to valve seat recession and the oil vapor in the intake is essential to prevent or reduce this tendency.
1998 MB E300 - 194,000 miles. Current/future mods: 7.5mm pump elements, Holset HX40 Turbo feeding Eaton M90 supercharger through custom fabbed intake system. Aeroturbine muffler, scratch-built 4" stainless exhaust. EGR eliminated, ECM recalibrated, modified rack position feedback circuit. Porterfield RS brake pads, Bilstein sport shocks, VDO EGT, oil and boost gauges.
2000 Ford F250 - 150,000 miles. Current/future mods: DP Tuner 3 map chip, scratch-built high flow intake, high output IDM, open circuit fuel system, ball bearing turbo, South Bend full metal clutch, slotted and drilled rotors. Autometer Sport Comp EGT and boost gauges.
That's just what I have setup right now. Cost like $7 at truevalue
I feel like it has been a definite performance improvement on my old 617
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
@ rdirtycar
That's just what I have setup right now. Cost like $7 at truevalue
I feel like it has been a definite performance improvement on my old 617
Nice body, tons of ridiculous mechanical issues - 300d turbo 82' /motor 85'
(11-11-2010, 07:37 PM)E300TSC The OM606 is prone to valve seat recession and the oil vapor in the intake is essential to prevent or reduce this tendency.
Thats a different problem oil will have no help over. G@s engines have a solvent spraying directly at the valve, washing off all oil, yet they don't have issues.
ForcedInduction
11-12-2010, 03:25 AM
#15
(11-11-2010, 07:37 PM)E300TSC The OM606 is prone to valve seat recession and the oil vapor in the intake is essential to prevent or reduce this tendency.
Thats a different problem oil will have no help over. G@s engines have a solvent spraying directly at the valve, washing off all oil, yet they don't have issues.
this is also why they sell this for car that run on LPG as no lubrification:
http://cgi.ebay.co.uk/LPG-autogas-AFC-00...45ec43bed3
Thank you E300TSC, this is what I ment indeed.
this is also why they sell this for car that run on LPG as no lubrification:
http://cgi.ebay.co.uk/LPG-autogas-AFC-00...45ec43bed3
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