Possible excessive crankcase pressure.
#1
Drifting
Thread Starter
Possible excessive crankcase pressure.
I'm now replacing the o rings on the air/oil separator because of an oil leak. Under boost, the dip stick is forced up about 1/8" and I've noticed fresh oil being sprayed on the inside of the hood just above the dip stick. We are installing a new crankcase pressure relief valve, not the one on the motor, the little plastic piece that's against the firewall.
I'll be doing some additional tuning later in the week, and hopefully this was the culprit.
Any of you ever had this issue with your dipstick? I'm scratching my head over this one. Thanks in advance for any input.
G
I'll be doing some additional tuning later in the week, and hopefully this was the culprit.
Any of you ever had this issue with your dipstick? I'm scratching my head over this one. Thanks in advance for any input.
G
#2
How old is the dipstick and what style is it? I believe they made a change from 86 to 87.
I had the same thing happen on a new engine so was kind of freaking out. My engine is built off an 86 block and had the old style dipstick. The o-ring on the old stick was shot too. I replaced with a new dipstick and all is good.
I had the same thing happen on a new engine so was kind of freaking out. My engine is built off an 86 block and had the old style dipstick. The o-ring on the old stick was shot too. I replaced with a new dipstick and all is good.
#5
Rennlist Member
I didn't know that even exsisted.
The one on the motor; you mean the AOS?
#7
Addict
Rennlist Member
Rennlist Member
Are you using a separate oil catch can? Have you enlarged the opening at the outlet (top) of the factory AOS?
I can't say that the configuration I run will remedy this problem, but by drilling out the restriction at the top of the factory AOS vent and running a separate catch can that is routed to the intake for vacuum, I've not had any crankcase pressure issues running 24 psi.
I can't say that the configuration I run will remedy this problem, but by drilling out the restriction at the top of the factory AOS vent and running a separate catch can that is routed to the intake for vacuum, I've not had any crankcase pressure issues running 24 psi.
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#9
Drifting
Thread Starter
Are you using a separate oil catch can? Have you enlarged the opening at the outlet (top) of the factory AOS?
I can't say that the configuration I run will remedy this problem, but by drilling out the restriction at the top of the factory AOS vent and running a separate catch can that is routed to the intake for vacuum, I've not had any crankcase pressure issues running 24 psi.
I can't say that the configuration I run will remedy this problem, but by drilling out the restriction at the top of the factory AOS vent and running a separate catch can that is routed to the intake for vacuum, I've not had any crankcase pressure issues running 24 psi.
G
#10
Drifting
Thread Starter
G
#11
Drifting
Thread Starter
Does your thread include the 968 trans? Haven't seen anything other than making the DSS warranty their 1000' pound axles in my application. Trust, we'll get this square. It's just money, time, and patience. Taking the time to measure the CV movement as compared to stock hasn't been easily done. I think they should simply send me axles with CV's that f****** fit. Call me crazy, but I tore apart one of the CV's from a stage two axle to make one side using their stage one work while using a factory 968 axle on the passenger side. Their new boots are a bitch to get back on!
I have a day job. My time is relevant.
G
#12
Drifting
Thread Starter
It's 48/49. Trust me, it's not relevant, but my car didn't have this factory piece, now it does. Who knows, if this $15 part helps, I'm grateful.
G
#13
Rennlist Member
Sid,
Does your thread include the 968 trans? Haven't seen anything other than making the DSS warranty their 1000' pound axles in my application. Trust, we'll get this square. It's just money, time, and patience. Taking the time to measure the CV movement as compared to stock hasn't been easily done. I think they should simply send me axles with CV's that f****** fit. Call me crazy, but I tore apart one of the CV's from a stage two axle to make one side using their stage one work while using a factory 968 axle on the passenger side. Their new boots are a bitch to get back on!
I have a day job. My time is relevant.
G
Does your thread include the 968 trans? Haven't seen anything other than making the DSS warranty their 1000' pound axles in my application. Trust, we'll get this square. It's just money, time, and patience. Taking the time to measure the CV movement as compared to stock hasn't been easily done. I think they should simply send me axles with CV's that f****** fit. Call me crazy, but I tore apart one of the CV's from a stage two axle to make one side using their stage one work while using a factory 968 axle on the passenger side. Their new boots are a bitch to get back on!
I have a day job. My time is relevant.
G
#14
Drifting
Thread Starter
I made axles from the DSS stage one, and a factory 968 axle using one of the CV's from the stage one's and a 968 factory axle.
During this, I clipped the seal on one of the stage 2 axles, finding out the CV didn't fit on the splines attempting to fit the CV on a stage one axle. Hence ordering factory 968 axles. The Stage 1 axles fit fine, stage 2 don't. Shared your chassis remedy to fit, hence we're likely the only 968 stage 2 axles to date. Dave says otherwise. It's unlikely your chassis required any movement to fit.
I'll privately share the results with you.
G
#15
I also had this problem. I solved it with a CEP aos delete kit, and additionaly adding AN -8 fittings to my catch can AND MAF to tie it all together with no possible leaks. The setup is for sale. PM me if your interested.