Word, wsa111!.Got it in one.
Ford spent a bunch of money putting baffels and non return flapper valves on the later 200 and all OHC Ford engines. Same with the 5.0.
Baffles are flow-directing or obstructing vanes or panels used in vessels /tanks.
Ford additionally has some 90 degree bend PCV's. OHC ones don't have a 90 degree bend beause the baffeled flapper valve in the crankcase controls atomised oil laden flow.
I could write a book on how much smarter FoMoCo was from the 1969 to date on this....the aftermarket spends most of its time annualing the great work Ford did. Any 69-80 Pinto, 78-85 carb Fox Ford uses these great systems. As soon as the roller rockers, big cams, and aftermarket rocker covers go on to the cylinder heads, whammo, instant oil down due to the removal of the stock baffel and 90 degree PCV. Same with turbos and EFI.
Way back in the Noughties, Doug (MustangGeezer) found the same issue when he changed his carburation...the Positive Crankcase Ventilation valve needs some kind a way to reinstate the factory baffel, and when power increases, blow by increases proportionally. Ford make a variety of flow rate restrictions, depending on application, but its not the PCV, its the baffle required to prevent a peak flow of atomised oil vapor from the crankcase, stired up by the valve gear, from flowing into the PCV.
You can use standpipes to space the valve away, but the Primary Problem is that aftermarket rocker covers have no baffel.
In that istance, your better off shelling out on a balanced flow AE Wagner Adjustable PCV valve like
mark_hagen used when confronted with the same issue.
It has always been an issue with 5200/6500 Holley Webers and Weber 32/36's, but the Root Cuase is the rocker cover baffel and how there needs to be a baffel, flapper, or height related standoff.
/viewtopic.php?f=1&t=73925
xctasy":mgzyg2cb said:
cr_bobcat":mgzyg2cb said:
So how do you like that adjustable PCV valve? Is it worth the money? I've been looking at the thing and it's definitely intriguing...
https://youtu.be/nd92jPRH3YY?t=123
All Six cylinder Fords came out with mild cam timing from 240 to 256 degrees, and the moment you go to 2-bbl carbs and you change the cam you need to
A. get rid of the stock pcv valve and
B. run the pipe from the carb to a baffled oil, seperator or catch tank.
C. If you can't duplicate the stock 2.0/2.3 Ford Holley Weber PCV set up, the 3rd solution is the Original Poster Mark's.
It's important to note three things.
1. Firstly, any PCV that vents to the carb also needs an air cleaner mounted line to the oil fillter cap. There needs to be a PCV line and a line to the oil filler cap, and a baffle under each.
Like this post 1978 rocker cover
(NB//The red squares are where the adjustable rocker gear I used hits the standard Ford baffels. Anytime you use earlier 1971-1974 M code 250 2V or US 1960 to 1966 adjustable rocker gear, they always hit the later Fox and Maverick/Monarch/Granada rocker cover baffels. You need to stack cork rocker cover gaskets or make up a spacer plate to move the rocker cover up, and use some longer hold down bolts).
Without a line in an out, the PCV system won't work.
See this video. It's so common to do it wrong.
https://www.youtube.com/watch?v=XIw--72EKU0
2. Secondly. Without the baffels above, you have to revert to the way Ford from there first 2-bbl Holley Weber carbed 2 liter EAO Pinto engine in 1969 to the last of the carbed US 2.0/2.3 Lima OHC in the Ranger and Mustang Fox in the 80's. They did it using a baffled oil, seperator to stop the crank case ventilation pulses up setting the PCV port on carb instillations.
It is on every SOHC 2.0 to 2.3 liter carb engine from 1969 to 1988, and it sits here.
The installed intake manifold prevents it ever coming loose or falling out by itself.
There ws a last OEM Ford reference for it
The last OEM part number Ford gave F0ZZ6A785A or F0ZZ6A785AA. It has a 3/4" hole with tapered fit that just pushes into the hole in the block. It has a spring with a flapper valve inside to dampen the pulses from the crankcase blow by.
It works in conjuction with with a 3/8" internal diameter line to the rubber 1/8 inch by 1 inch grommet where the PCV valve sits.
that holds the common 3/8" hose PCV valve.
Here is how it looks on a 2.3 Lima block in the 1979 Fox Mustang/Fairmont/Zephyr engine bay
It is called a crankcase oil/air separator or a positive crankcase ventilator oil separator.
It helps to relieve the positive pressure that is built up in the crankcase. It is a box having one hose runing in and one running out. One of the hoses that run from it is connected to the PCV valve
Not having the PCV balanced and dampened before its hooked to the any of the Holley Weber or 32/36 and 38 Weber carbs often results in typical PCV jamed oen issues:-
- Oil consumption
- Bad idling
- Knocking engine (atomised oil in the inlet air causes a very low octane)
- Hard to start
- Bad to drive when driving off
- Vacuum leak like symptoms
The Third thing. We are often looking at turbo chargers, EFI or non standard , no longer 1-bbl engines that now have sixes that have totally different crankcase ventilation requirements.
When used, the system has to change to cope with blow by which is now directed into the carb.
The same EAO2.0 /Lima 2.0/2.3 catch can uses a two way system like the Capri RS Turbo, Mustang GT turbo, Mustang SVO and Merkur XR4Ti and Thunderbird Turbo SportsCoupe used from 1983 to 1988. Here is a common after market modification with an extra external catch can and blow by protection.
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