Yep, glyptal is awesome! And returning the oil quickly IS the benfit Catman. The longer it hangs out on moving parts the easier it is to "vaporize" into the air. Especially with the oil squirters the SS has.

 

Oldblue do you run Super Modifieds being that it's a big block engine?

 

So if there is less oil vapor, less chance of using an oil catch can or one can to be used at both sources of oil vapor.

 

I worked for Flying Brian Stevens and his father Ray Stevens in the DIRT modified class, we were down sized to 358 ci in 1989.

 

The catch can/s are going to be primary means of removing the oil vapor from the pcv system. What Doc is doing is not going to remove the vapor, but it will help. I think the catch cans are going to be very beneficial to our engines. Short of engineering a dry sump system, the oil vapor will continue to be an issue.

We have also discussed installing a vacuum pump to evacuate the pcv system, at any rate, the cans are in place to keep oil out of our air supply.

 

I think this is a more logical why to go.
Will help remove oil vapor and give a negative pressure in the crankcase.

 

Problem as I see it is where to mount the vacuum pump.

The 2 can approach will work for the time being once a suitable location for them is figured out.

 

Since I've got holes in my firewall already, that's 1. The other is mounted directly to the intake. I really can't wait til it warms up! I want to put these cans to the test. The back half of the engine will hopefully be back together this weekend. Crossing my fingers that the zzp modifications to the downpipe clear the transmission. If not, probably have to cut and TIG myself.

 

The orifice in the head that feeds the PCV valve is 5/16", maybe just a hair over. Is bottlenecking it with that 1/8" pipe fitting a good idea? Won't that allow pressure to build in the crankcase? You'll get good airspeed, but not much volume.

 

Nevermind, just got my PCV valve out. I see that the restriction in it is very tiny.