How do I plumb this?
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How do I plumb this? There is this nipple coming out from right behind the throttle body on the intake manifold. I am not sure what it is for or how I need to plumb it.
This engine is a crate LS 3/430.
Any suggestions?
This engine is a crate LS 3/430.
Any suggestions?
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I am told that the outlet picture below is for PVC and that I have to drill a hole in the bottom of the 4" air intake and put in a nipple and hook a hose between the line in the pic below and the nipple for the PVC.
I'm hoping that I don't have something buried somewhere I need to run a hose.
I'm hoping that I don't have something buried somewhere I need to run a hose.
PCV enters after the MAF, before the TB (some TBs have this port built in). Goes into the port you showed, then exits rear of the valve cover. From there it can go anywhere in the manifold after the TB. On LS1s, that's on the passenger side, front. The port you showed on the drivers side is the canister purge solenoid hookup.
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PCV enters after the MAF, before the TB (some TBs have this port built in). Goes into the port you showed, then exits rear of the valve cover. From there it can go anywhere in the manifold after the TB. On LS1s, that's on the passenger side, front. The port you showed on the drivers side is the canister purge solenoid hookup.
So if that's it on the driver side valve cover, then from what you say, I guess I need to find a place to run a hose from there to the manifold?
I have no canister purge, so I guess I just cap the port behind the TB.
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PVC hook up don't do that, all you need to do is run it the way you stated in your 3rd post, put a nipple in the intake pipe after the maf and run the hose to the pipe on the passenger side valve cover as far as the nipple behind the TB just cap it off it is for the EVAP purge solenoid, just make sure the cap fits nice and tight, you don't want any vacuum leaks.
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Verdad Gallardo The PCV setup can be different on different motors. But you need to find the PCV outlet. On truck motors, it's on the top rear of the drivers valve cover. That goes directly to the intake manifold, doesn't matter where. The inlet for PCV needs to be metered air, after the MAF, before the TB.
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Thanks.
Sure, pic below. It's not finished. And here's a link to my build thread. Sorry...it's on a different forum.
Don't ya love the rags on top?
Sure, pic below. It's not finished. And here's a link to my build thread. Sorry...it's on a different forum.
Don't ya love the rags on top?
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I did find the outlet from the valley. Per the picture below, it is hooked up from the valley straight to the intake by a short tube. The engine came that way.
Last edited by ewingr; Dec 22, 2016 at 10:07 PM.
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Any issues with running both vents to a tee and in at the TB on the truck style intake? Shaved the intake and never relocated the inlet behind the tb as I planned on a catch can.. just ran out of time and tee'd them together and ran them in at the Tb as stated above.
I think the PCV set up should work something like this -- air which enters the crankcase via the nipple connected to the valve cover (on my crate LS3) is MAKE UP air. It should be sourced from the air inlet pipe downstream of the maf sensor -- since it ends up being part of the combustion air charge it needs to be metered.
The air coming out of the air inlet pipe and entering the crankcase via the valve cover nipple is also limited because there is an orifice built into that entrance into the valve cover. At least, that's how mine was set up. There's a picture up above of the LS3 set up with a black rubber cap covering the nipple on the driver's side valve cover - pull that off and you'll see the orifice below. Absent the orifice and absent connecting to the air inlet after the mass air sensor, you risk introducing a pretty big vacuum leak to the motor. The picture up above shows the LS3 connection between the lifter valley and the intake manifold. As mentioned above, different engines are set up differently.
I think the most important things to pay attention to are 1) did the factory set up have an orifice to limit make up air volume - if so, mimic that; and 2) provide a connection for make up air that is downstream of the mass air sensor so the make up air is metered.
The air coming out of the air inlet pipe and entering the crankcase via the valve cover nipple is also limited because there is an orifice built into that entrance into the valve cover. At least, that's how mine was set up. There's a picture up above of the LS3 set up with a black rubber cap covering the nipple on the driver's side valve cover - pull that off and you'll see the orifice below. Absent the orifice and absent connecting to the air inlet after the mass air sensor, you risk introducing a pretty big vacuum leak to the motor. The picture up above shows the LS3 connection between the lifter valley and the intake manifold. As mentioned above, different engines are set up differently.
I think the most important things to pay attention to are 1) did the factory set up have an orifice to limit make up air volume - if so, mimic that; and 2) provide a connection for make up air that is downstream of the mass air sensor so the make up air is metered.