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Originally Posted by HSSS427
Neverwouldof - I believe almost all engines have some level of blow-by ie the rings don't seal perfectly. I also understand new engines will have higher levels of blow by until rings fully seat, and it's probably also affected by rings, pistons, tolerances, etc. Compression ratio probably also impacts it as well.
Obviously it's not a new issue or situation and you can see that on the original 427s it was addressed with a road draft tube and/or puke tank.
PCV was a pollution control mechanism that kept the vapor inside the engine instead of letting it vent to the atmosphere via straight breather or road tube. My own thought was that using the vacum source of the carb may make the PCV a little more effective since the vacum is drawing the pressure/vapors out of the crankcase vs just relying on the pressure to build up and it gave the vapor some place to go instead of the top of my valve covers!
If you think you're getting too much blow-by, then remember it's a symptom of how well your rings are sealing. Best thing is to then test your rings with a compression and/or leak down test. That will be the best indicator of how well your rings are sealing. If that's normal, then hopefully it's just a matter of getting a crank case ventilation approach that works.
Also, just because your breathers are soaked doesn't mean it's all blow-by. Lots of oil flying around in there and if you don't have a good baffle system, the oil is going to end up in the breather filters. I have a tall "goose-neck" breather on the back of my intake with a steel wool type mesh in the bottom and it was getting lots of oil coming out of it. Someone here at CC pointed out that since I'd gone to a hydraulic cam, there was a lot more oil being flung around in the lifter valley and it was probably contributing to the problem. |
Thanks for your info and i hope it's the latter of your reply. i just have std. push in breathers with no baffles that i know of. I'm going to take it to a performance engine shop around here and see what they can do. Not sure i have enough room to do any taller breathers but we'll see. I purchased this car in June and these are the specs of engine...
ENGINE
Assembled with ARP Fasteners
NOS 427 Sideoiler Block standard bore 4.233
Oil Gallery Restrictors Installed and Oiling System Blueprinted To Feed Lifter Galleries and Pump Oil Through Pushrods to top end. far superior to normal 427/FE System.
Relief Valve Shimmed to provide 60 PSI Oil pressure/idle
Block Honed, Line Bored, and trued/decked By Pat Musi Performance
10/10 428 CJ Crankshaft Internally Balanced and Micropolished
ESP Rods / ARP 8720 Rod Bolts
Diamond Racing Forged Pistons 10.25:1 Compression
Hoffman Machine H -13 Tool Steel Wristpins with dual circlips installed
Edelbrock MR Aluminum Heads Ported by Pat Musi Performance
Manley Severe Duty Stainless Valves 2.225/1.750
Crane Dual Valve Springs Retainers
Perfect Circle Teflon Valve Seals
Clevite Engine Bearings
Mellings High Volume Oil Pump
Heavy Duty Oil Pump Drive
Jeff Johnstone/ Billet Fabrication Custom Oil Pan and Windage Tray
Crane Solid Mechanical Roller Lifters
Crane R - 246 Mechanical Roller Cam 246/256 @.050 .580/.601 lift
Jesel Competition Pushrods
Jesel Custom Shaft Mount NASCAR Valvetrain
NOS Ford Flywheel
Edelbrock Aluminum Water Pump
MSD Billet Distributor
MSD 6A Ignition Control
McLeod High Torque Starter
Holley High Pressure Mechanical Fuel Pump
Black Powder Coated Fuel Rail
Original Ford Tunnel Wedge MR 427 Dual Quad Intake with pair of Original 735 Holley 4 BBl
Billet Remote Oil Fileter Mount/Braided Stainless hoses/AN Fittings throughout.
Aluminum Snorkel Breather
Pentroof 427 Valve Covers
Original 427 Harmonic Balancer
K&N Air Filters in Hellings Chrome Housings
Performance:Flywheel on Hoffman Dynomometer 603 HP @ 6700rpm /590 Ft Lbs @ 4800rpm stays at 180F all day long in traffic on a 90 degree day.