Will it work!!
Discussion
Just finishing full rebuild and the Vacuum hose on my De-catted S3 2.9 EFI is currently taking a hose from the plenum to the pvc valve on top the the n/s rocker cover and the other rocker cover breather hose goes to a catch tank is this ok?
On tick over the pvc valve can be heard rattling away, I think that is the plenum grabbing air if I then pinch the hose closed at tick over the engine cuts out
The question is should the plenum get it’s air via the pvc valve or via the idle control valve. Do I need to get a purge valve and connect it in ? A part number or diagram of how to connect in would be most helpful
Thank you for any info
A confused Ian (it don’t take a lot)
That doesn't look right.
A conventional PCV system has an output from one rocker cover which has an integral oil separator. The other rocker cover has a filtered air intake. This means the PCV system draws fresh air across the whole engine. There is no need and no point to an oil catch tank instead of the filtered air intake - this would only help if the PCV system was broken. After the oil separator the vent is divided. A small bore goes via a PCV check valve to the intake manifold downstream of the throttle. This provides positive ventilation under part load. A large bore goes direct to the intake manifold upstream of the throttle. This provides passive ventilation under wot conditions.
The idle control stepper motor should allow air from the intake manifold upstream of the throttle to bypass the throttle. It should not allow any external (unmetered unfiltered) air in.
The purge valve is complete separate from this and not involved in crank case ventilation or idle speed control. It just allows air to be drawn through the carbon canister and into the plenum under part load cruise conditions.
A conventional PCV system has an output from one rocker cover which has an integral oil separator. The other rocker cover has a filtered air intake. This means the PCV system draws fresh air across the whole engine. There is no need and no point to an oil catch tank instead of the filtered air intake - this would only help if the PCV system was broken. After the oil separator the vent is divided. A small bore goes via a PCV check valve to the intake manifold downstream of the throttle. This provides positive ventilation under part load. A large bore goes direct to the intake manifold upstream of the throttle. This provides passive ventilation under wot conditions.
The idle control stepper motor should allow air from the intake manifold upstream of the throttle to bypass the throttle. It should not allow any external (unmetered unfiltered) air in.
The purge valve is complete separate from this and not involved in crank case ventilation or idle speed control. It just allows air to be drawn through the carbon canister and into the plenum under part load cruise conditions.
Thank you CHIEFYO and GREEN V8 for your diagrams and comments. I will reroute the breather hose away from the catch tank and fit it to the rear of the air filter.
I am concerned that I may be missing some parts as it was a box of bits when I purchased the car.
Following Your posts I have the main hose from PCV valve to plenum and from the Mac sensor the pipe has a t piece one side goes small bore to plenum the second pipe again small bore to the fuel pressure regulator
I think I must be missing something fittings hoses (mechanical aptitude)
any thoughts would be appreciated Ian
I am concerned that I may be missing some parts as it was a box of bits when I purchased the car.
Following Your posts I have the main hose from PCV valve to plenum and from the Mac sensor the pipe has a t piece one side goes small bore to plenum the second pipe again small bore to the fuel pressure regulator
I think I must be missing something fittings hoses (mechanical aptitude)
any thoughts would be appreciated Ian
Wikipedia said:
The PCV valve controls the flow of crankcase gases entering the intake system. At idle, the manifold vacuum is high, which would draw in a large quantity of crankcase gases, causing the engine to run too lean. The PCV valve closes when the manifold vacuum is high, restricting the quantity of crankcase gases entering the intake system.
On my engine I have both rocker covers feeding into a catch tank, no PCV or PVC valve and connection on plenum blanked off.
Edited by phillpot on Friday 13th November 21:08
phillpot said:
On my engine I have both rocker covers feeding into a catch tank, no PCV or PVC valve and connection on plenum blanked off.
Me too. Last thing I want is uncontrolled amounts of low octane hydrocarbons going into the charge. But it would not have got type approval like that.
Ianbailey said:
Yes I think mine must be out of adjustment I believe it can only be adjusted via the ecu ,I will try to find someone in the Staffordshire area who has the kit
Thanks again Ian
Yes, the iacv is controlled by the ECU using pwm pulses, difficult to check without equipment. It's not user adjustable. Although you can check basic (off car) iacv operation with 12v. The valve should 'clonk' when it opens 100%. Clean it with carb cleaner to ensure its air paths are clear.Thanks again Ian
Those Ford pcv valves have been used since the Kent engines in MK1 escort, and notorious for imitating a loose tappet rattle on idle. It's just the pulsing crank pressure, but it soon stabilises under load & revs.
I'm also in Staffs. I have just asked a Staffs 2.9 panther owner friend who he used for efi tech help locally to check & setup his rebuild engine.
Back soon.
TerryB.
Hi Ian...
The Staffs 2.9 panther guy used...
For Air Meters check, reconn, calibration etc.. ATP electronics cannock wood industrial est Paul or Steve 015434279000
For engine build, setup, tuning etc...
Tovey Race & Road, bridge street Bridgetown Cannock, ask for John 01543505565
Both happy to talk...
And finally from me.... If you find you're getting fed up of stupid 'experts' costs and not getting to where you want. Don't forget you could dump the Ford EEC1V efi setup, and replace it with something like an Emerald or Canems efi system. Those also have the advantage of totally getting rid of the air meters.
Around £1k for the parts, plus fitting, plus mapping and tune.... But that's a big decision to make !
TerryB.
The Staffs 2.9 panther guy used...
For Air Meters check, reconn, calibration etc.. ATP electronics cannock wood industrial est Paul or Steve 015434279000
For engine build, setup, tuning etc...
Tovey Race & Road, bridge street Bridgetown Cannock, ask for John 01543505565
Both happy to talk...
And finally from me.... If you find you're getting fed up of stupid 'experts' costs and not getting to where you want. Don't forget you could dump the Ford EEC1V efi setup, and replace it with something like an Emerald or Canems efi system. Those also have the advantage of totally getting rid of the air meters.
Around £1k for the parts, plus fitting, plus mapping and tune.... But that's a big decision to make !
TerryB.
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