I didn't have time to plumb the PCV to the can. But I did have time to plumb the make-up air line. The make-up air runs from the CAI (in my case an AFE) to the driver's (left) side valve cover (in the very, very, very tightest spot imaginable). So I took out the plastic line and long hose and made a two piece stainless steel 1/2 inch O.D. line. I needed to make it in two pieces because I couldn't snake a single hard line into place.
Here's another picture of the tubing bender I used.
It makes bends like this, which happens to be one of the finished section of new line:
In this picture we are "beading" the end of the pipe to create the bump that holds hose with a clamp.
Here's a closer pic of the tube with beaded end:
I plan on getting back to the install of my catch can tomorrow (and hopefully finishing it). I may make a change to the system. I may eliminate the make-up air line I did last weekend. I ordered a K&N filter specifically designed to be used as a direct vent filter. If I go that route then I can eliminate all of the tubing between the CAI and the crankcase. The make-up air will go straight in to reduce any pressure differential between vacuum and make-up sides of the PCV system. We'll see. I'll test both set-ups and report back.
In the meantime I've also started to clean up other aspects of my S/C install and I'm pleased to report some positive results. First, I wanted to make sure that my gear ratio and spedo are programmed absolutely spot on. I never went back and checked after loading the tune that came from Magnuson. I asked and was told that there is no interaction between the new "tune" and the gear/tire values previously flashed into the PCM. Not wanting to leave any stone unturned, I got out my trusty ProCal from AEV and re-flashed my gears for 4.10 and re-flashed my tires. Turns out my prior tire parameter had my spedo off by about five mph. I called AEV and they told me that I have to physically measure my tire and not rely on converting the metric 317 70 R17 into a diameter. I measured, corrected and now my spedo is spot on. While I had my ProCal out I decided to try something, again just to try to eliminate all possible performance issues before shelling out for dyno tuning.
What I did was to un-marry and re-marry my accelerator to my PCM. To do this (and don't if you don't have to), I intentionally performed the joining sequence wrong, disconnected the ProCal and started the truck. As expected, no throttle response. Then I performed the sequence correctly and re-joined the accelerator to the PCM. Well, call me crazy, but the truck works better. Perhaps the re-joining cleared any adaptive settings in the PCM or I don't know but throttle response is different now. It's driving much more like you'd expect. When I press on the gas power kicks in and I don't have to bury my foot to the floor. Since I'm not pressing down so far I'm not downshifting so quickly. Much more enjoyable experience!
BTW - I can now report with confidence after re-calibrating and checking and checking again that I'm turning +/- 2.800 rpm at 80mph.
I got my oil catch can hooked up today i bought a vsm racing vented one form florida 80 bucks shipped install was cake you will be surprised how much oil the pentastar sucks thru the pcv
The one i bought is not vehicle or engine specific it was 80 bucks definately one of the more expensive catch cans. ill post pics once i get near my jeep again
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