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I see you also have the valley cover with the built in PCV valve. If I were to do it again I would run the valve cover lines to the can and then the intake like stock did. I think it would minimize the amount of oil you get in the can by doing it that way.
run the valley to the can top.center inlet
run the side/exit to the intake manifold vac port right above it
1/2/3 valve cover ports connect to throttle body barb, my personal preference is to cap the drivers side in this situation, rotate the rear passenger port forward, and merge with passenger front port using a Y, but no real significance to performance.
norris can works pretty good in this configuration for stock / near stock airflow. (assuming authentic norris)
if / when you see oil blowing into the top of the throttle body from the valve cover(s) it is time to do more than the bare minimum.
Originally Posted by Fah Cue
My catch can/fast 102 install dilemma.
I'm on a fresh build. Engine on a stand.
I'm doing fitment mocking and hose routing.
LS1 block with 927 LS6 valley cover.
Still have LS1 valve covers.
Mike Norris can
Fast 102/NW 102 with a hundred ports lol
Full disclosure, even after reading through 38 pages I'm still not "up to par" on this. Clean side, dirty side, all these routings. Just... Whatever lol.
I read that certain ports have to be plugged. And some can be tied together. Which further adds to my confusion.
So here's my setup and hopefully one of you gurus will chime in. I've also included pics.
I read that the rear drivers and rear passengers can be tied together, so that's what I did. The rtv was setting up, but I know this goes to the rear pass. Mike Norris can. Didn't know about the inlet/outlet. So this is where I need help. I'm not sure where the front pass valve cover port will go to, Which port is to be plugged and which hose in the can goes to the valley port and manifold. And the drivers side of the fast. I assume this one is to be plugged.
Hey guys, I’ve read through this and I wanted to clear stuff up. I want to go all 10AN on my new catch can which is a filtered dual port in/out. I have a 5.7 LS1(LS1 Valley Cover) forged, Weiand Aluminum LS6 Intake with a Vortech V3 internal oil fed and intercooled procharger. I wanted to know what the best method was for one can, either clean or dirty? And also if anyone had found a pcv option that’s AN. I have this setup in a 240SX. I’m adding the procharger so this sparked my need for a proper catch can and there are too many variations on here.!
Hey guys, I’ve read through this and I wanted to clear stuff up. I want to go all 10AN on my new catch can which is a filtered dual port in/out. I have a 5.7 LS1(LS1 Valley Cover) forged, Weiand Aluminum LS6 Intake with a Vortech V3 internal oil fed and intercooled procharger. I wanted to know what the best method was for one can, either clean or dirty? And also if anyone had found a pcv option that’s AN. I have this setup in a 240SX. I’m adding the procharger so this sparked my need for a proper catch can and there are too many variations on here.!
When I asked mightymouse about a catch can setup for an LS1 or LS6 style valley cover that will be 1200hp with a turbo, he suggested I look at his LS2 wild diagram and use 12AN on the orange line and 6 AN on the blue and green lines. I have modified the diagram as seen below. Go 6AN on the other lines as indicated. Your 10AN is only needed on the orange and is good for up to 1000hp. Keep in mind his catch can has a built in PCV valve, so I recommend going that route. The pcv 'clean side' is only needed to be small, very small, and in the case of using his pcv can it only needs to flow in one direction. This supplies the crankcase with a fresh supply of air to flush out the dirty air leaving, around 2-3cfm easily handled by 3/8 (6AN) line. Weld a 6AN bung on the drive side valve cover. Don't weld a 10AN bung on the passenger side valve cover, the correct way is to use a 10AN oil fill adapter for a line of that size. The green line goes to your turbo inlet rather than the air intake that is shown below.
My tank comes with 10AN already on the in/out. I can get reducers no problem, I’m trying to find options to keep the pcv inline AN if I can. I’d rather not have random hoses. On that diagram, I assume the rear port on the pass rear is plugged?
My tank comes with 10AN already on the in/out. I can get reducers no problem, I’m trying to find options to keep the pcv inline AN if I can. I’d rather not have random hoses. On that diagram, I assume the rear port on the pass rear is plugged?
Yes the rear port on the pass valve cover is plugged (not pictured). A FRAM FV391 pcv valve is 3/4" ID on one side and 3/8" ID on the other, I tried doing one inline like that once and reducing the line from 3/4 to 3/8 and it looked bad and it would smell up my whole garage after pulling the car in. I get no smell with the mightymouse catch can with the built in pcv and it looks much better. I don't know what options are available for running pcv in line with AN fittings.
Last edited by 5.7stroker; Apr 28, 2020 at 09:42 PM.
Yes the rear port on the pass valve cover is plugged (not pictured). A FRAM FV391 pcv valve is 3/4" ID on one side and 3/8" ID on the other, I tried doing one inline like that once and reducing the line from 3/4 to 3/8 and it looked bad and it would smell up my whole garage after pulling the car in. I get no smell with the mightymouse catch can with the built in pcv and it looks much better. I don't know what options are available for running pcv in line with AN fittings.
A PCV valve is the same as a one way check valve? I’ve found some on summit from vibrant and a couple others available in 6AN. I will go ahead and go that route then cause my bay is extremely tight, this tank is made specifically for it. Thanks for your help, I appreciate it.
A PCV valve is the same as a one way check valve? I’ve found some on summit from vibrant and a couple others available in 6AN. I will go ahead and go that route then cause my bay is extremely tight, this tank is made specifically for it. Thanks for your help, I appreciate it.
a pcv valve regulates the pcv system cycle speed
it sometimes has backfire prevention
and sometimes has boost checking / one way function
please show us your can. it may not be able to be hooked up how you are thinking
please show us your can. it may not be able to be hooked up how you are thinking
After speaking with the builder of the tank, it is vented to atmosphere. I will run the port from back of LH head valve cover to port on tank, run the 10AN filler adapter on the RH head and run that to the other port on my can and plug the intake nipple, throttle body nipple, and plug the front nipple on the RH head.
I tried both ways and it works much better than a PCV system, I lose less oil.
Adding a drain from the catch can back to the oil pan would make this even better. Condensation is not a factor worth considering if your oil temperature hits 212F or above. Which it should, regardless of crankcase system.
this is not popular because
1. is not a pcv system. people and epa like the functions pcv provides
2. either flows less than stock, hooking to the valley does nothing in this configuration. usually performance enthusiasts seek items supporting hp increases
3. if you are going to go through with a catch can, might as well set it up the way that meets all of your goals, which is most likely never both of the above.
Originally Posted by Sway Tale
Why aren't these setups used more often:
I tried both ways and it works much better than a PCV system, I lose less oil.
Adding a drain from the catch can back to the oil pan would make this even better. Condensation is not a factor worth considering if your oil temperature hits 212F or above. Which it should, regardless of crankcase system.
Yes, I know for the emissions requirements the breather setup won't work. The second setup will fulfill them but is not considered acceptable. My car is race use only.
How will either of these setups flow less than stock?
What do you mean the valley cover does nothing? In my drawing I meant to imply there is no PCV valve anywhere.
Last edited by Sway Tale; Jun 2, 2020 at 08:38 PM.
How will either of these setups flow less than stock?
What do you mean the valley cover does nothing? In my drawing I meant to imply there is no PCV valve anywhere.
I mean venting through the stock port on the top of the throttle body versus the stock port on top of the throttle body with a catch can in the way can only flow less.
I mean the valley cover was not designed to be a vent, so it is inherently not good at it and can cause more harm than good when used as one.
Hey guys, sorry to dig up an old thread and to beat a dead horse, but I can seem to find the info I need. So i have an l76 with a positive displacement supercharger, no valley port, one on the valve cover above piston number 7 running to behind the throttle body and 1 on the other valve cover above piston 2 running to the cold air intake. Neither lines seem to have a pcv or check valve. Which is the dirty line I need to run to the oil separator and which should go to the Tb? And should one of the valve covers have a built in pcv? I know this has probably been covered but I find too much conflicting info. I am not interested in 2 cans or any breathers if possible
They quit using PCV valves a long time ago. Find the valve cover nipple that has a restriction in it. That now functions as the PCV valve. That is your dirty side line. The one from the other valve cover goes to the TB.
OK so the one above 7 (driver side for you US guys) has a bit of restriction and above 2 is free flowing. Driver to can then intake, passengers side to Tb yeh?
Yeh I think I got that, the restricted side to catch can then to Tb, unrestricted to cai. But what stops the clean side becoming dirty side under revs/boost
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