Catch Cans

Mrsmackpaul wrote:

JOHN.K. wrote:

The purpose of crankcase ventilation is to remove water vapor , excessive ventilation will pull oil mist out and burn it ,causing high oil consumption.


I thought crank case ventilation was for making room for the oil to expand 
some motors like Listers and Southern Cross are completely open to atmosphere 

Paul

 

Paul most pre 1990's motors are open to atmosphere then things start to change, my 927 Cummins breaths through a screen in the top of the rocker box, down past the bottom of the sump, the end of the tube is damp with oil but no drips and no fumes, the motor has maybe 250,000K's on a rebuild so get up towards a third way to rebuild, as time goes by you would expect it would develop a few drips, the way I use it, I will be on boot hill before it drips much. Catch cans target market is probably the Asia motors I would expect. The 1993 7.3 IDI in the F100 returns crankshaft ventilation to the motor pre-Turbo so a step further in evolution, the 7.3 power stroke has taken ventilation another step.
 

JOHN.K. wrote:

From what I remember ,you could take off a small sump and get to the middle two rods ,without taking off the whole sump ..........one dropped a valve and made a mess of the piston,bent the rod ,and wrecked the head ..........I got it fixed without taking off the whole sump......it was a later direct injection motor ,though......3500 or something like that.

Thanks JOHN K,
It was indeed the 3.5 SL that had this strange arrangement but the lower square sump was the part that had the goofy 2 rubber gaskets.
Pictured sump ready to go back on..... normally it has the first rubber gasket on the top lip, then the next rubber gasket goes on the outside of that lip with the pictured metal bars holding it in place. You can also see the rubber O rings that are installed onto each sump bolt.

 

Only problem is those metal tangs/bars were known not to torque up evenly and cause leaks all around the base, nothing I did fixed this problem until the outer gasket was deleted on both 3.5 SL's.

And getting back on thread topic helped the catch can to work better creating a better lower block pressure.

PCV became compulsory in California in 1961 by 1963 the rest of USA and most of Europe had followed suit. In some countries it took a little longer, several took many years..

I had a mid-50's Australian Dodge engine with original PCV and some odd vehicles started in the 1940's. Chrysler introduced the PCV on its 1951 Hemi Engine. Both Chrysler and Cadillac had PCV on their wartime engines used in tanks and other specialist vehicles.

Double gasketing the sump may have something to do with meeting noise restrictions, bearing in mind that many diesel engines now have either a plastic sump or a laminated plastic/steel one.

I think the first Holden to have a pcv valve was the later HD in 1965, which also had the ball joint suspension in the update.

I seem to recall the Mazda s had a sort of double thickness rocker cover too ..........the guy at the metal stitching shop told me the engine was a Repco exchange ,and every one broke exhaust valves ........Repco probably made their own valves ,they were big back then ., had a huge engine rebuild place at Eagle Farm.

Repco on large scale in Victoria long ago.
Trained their own apprentices.
Good supply of engineered cylinder heads to suit engines on gas. Higher compression and cooled valves. First call for parts and tools.