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Crankcase Ventilation and PCV1 Ictl MAKING YOUR CORVETTE's ENGINE BREATHE TAKES MORE THAN a CLEAN AIR FILTER by JOHN HINCKLEY

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Crankcase Ventilation and PCV1 Ictl MAKING YOUR CORVETTE's ENGINE BREATHE TAKES MORE THAN a CLEAN AIR FILTER by JOHN HINCKLEY Crankcase Ventilation And PCV1 icTl MAKING YOUR CORVETTE'S ENGINE BREATHE TAKES MORE THAN A CLEAN AIR FILTER BY JOHN HINCKLEY Within your engine, under the valve covers and inside that crankcase and lifter valley is a pretty ugly environment. It's like a ZOO degree hurricane, with hot oil flying everywhere, along with steam, raw fuel, and constant high-pres• sure pulses of blow-by contaminants and combustion byproducts. If all that ugly acidic stuff stays there separator to let vapors out and keep area when the car was moving at road and just keeps circulating, it eventually oil in, and an exhaust point that will speed, which helped pull hot crankcase breaks down the oil's detergent additives continuously pull out the vapors. vapors out of the engine and through and begins to form sludge. For decades, up through the '50s, the separator can, pulling some outside How does the engine's design deal engine designers simply provided a way air into the crankcase through the slots with this, how does it work, what does it to get outside air into the engine and vent in the valve cover. When the car wasn't look like, and what kind of maintenance crankcase vapors out, without losing oil moving or was in slow traffic, internal does it require? What we're talking about along with the vapors. Emissions weren't pressure just blew hot oil vapors out of here is the PCV (Positive Crankcase a concern (yet) in those days, so the both places, resulting in a dirty, oily mist Ventilation) system; let's de-mystify it hot vapors were simply drawn out into coating on top of the engine. and follow its development from the '53 the atmosphere. We'll refer to these as The V-8s from '55 through '62 used Corvette up through the '80s. "open" crankcase ventilation systems. essentially the same principle, except The " BI ue Streak" s ix-cy I i nder Corvette the entry point for outside air was CRANKCASE VENTILATION: There's no engine used open slots in the top of the through the vented oil fill cap, which way around the need to ventilate the valve cover as an entry point for outside was packed with steel mesh to filter inside of the engine. Pressure builds up air, and an external oil/vapor separator incoming air and to reduce oil misting in there and it has to be relieved, and canister mounted in a hole in the side of on top of the engine. The V-8s used an the hot (and flammable) gases have to the crankcase which exhausted through oil/vapor separator canister mounted be exhausted and replaced with fresh a "road draft tube" mounted next to the inside the lifter valley that fed the air to continue the ventilation process. oil pan. The bottom end of the road draft outlet in the back of the block where Three things are required for crankcase tube was shaped and cut at an angle the road draft tube was attached, ventilation: air intake, an oil/vapor so it tended to create a low-pressure adjacent to the distributor. 60 CORVETTE ENTHUSIAST Both of these systems provided as well. 1 Note the open "slot" in the valve cover next to the pressure relief, but were only marginally The 1963 "closed" ventilation system, oil fill cap on this '54; it's the "intake" point for the effective in ventilating the crankcase, used on all engines, used the oil fill tube crankcase vent system. Normally this area is heavily and dumped all the hydrocarbon- as the "intake" side of the system to oil-misted. laden, hot oil vapors directly into the admit outside air into the crankcase, and atmosphere. Solid-lifter engines that used a hose from the hole in the back of 2 The black object in the center is the oil/vapor separator were run hard at continuous high rpm the block (previously used for the road canister on this '54, with the road draft tube extending (racers) blew a lot of oil mist out of the draft tube) to the base of the carburetor as down below the frame. If the car was moving, it drew vented filler cap all over the top of the the "exhaust" side of the system. some fumes out of the crankcase. engine. Engineering responded to those At the "intake" side, a hose carried complaints by releasing non-vented outside air from a fitting on the "clean" 3 The oil fill tube is the "intake" side of the ventilation fill caps on those engines. That solved side of the bottom front of the air system on this '57 - typical of all Corvettes through 1962. the racer's oil misting complaints, but cleaner to a fitting on the oil fill tube. also rendered the primitive crankcase At the "exhaust" side, the hose from 4 The "vented" oil fill cap used on the oil fill tube through ventilation system nearly useless. With a the vent hole in the back of the block 1962. Most solid-lifter engines used a non-vented cap, to sealed oil fill cap, all the road draft tube had a PCV valve where it connected stop heavy oil-misting under race conditions. really provided was pressure relief, but to the carburetor base. The valve was in those days, nobody cared. exposed to full manifold vacuum, 5 The black object in the center is the adapter elbow for Aside from an early attempt at a which "pulled" outside air through the the road draft tube, bolted into the vent hole in the back primitive "closed" system (RPO 242) crankcase, carrying the hot vapors into of the block. The tube runs behind the distributor and in 1961-'62 for California cars, all the intake manifold to be burned along down past the starter. Corvettes through 1962 had "open" (to with the intake charge. The PCV valve the atmosphere) crankcase ventilation is essentially a spring-loaded one-way 6 Hard to see, but the black pipe between the plug wires systems. 1963 brought a new Corvette, check valve, which allows flow through and the braided ground strap is the bottom end of the and a new "closed positive" crankcase it only in one direction under certain road draft tube, where oil vapors were exhausted into the ventilation system design philosophy vacuum conditions. atmosphere with the "open" systems through 1962. CORVETTE ENTHUSIAST 61 7 The one-year-only 1963 PCV system used the oil fill the "intake" side was through the vent tune-up interval; if the orifice became tube as the "intake" side of the system. Note the hose hole in the back of the block, and the plugged, the crankcase ventilation from the fill tube to the front of the air cleaner. "exhaust" side was through the oil filler system ceased to operate, and crankcase tube to the carburetor. vapors would be driven up the rear vent 8 This small pipe from the vent hole in the back of the The "intake" side used a steel adapter tube into the air cleaner. The 1964 block on a '63 ran behind the distributor and joined a and large-diameter vent pipe at the system design continued unchanged hose to the carburetor. vent hole in the back of the block, into 1965 for small-block engines. connected by a large rubber hose to an Fuel-injected engines used the same 9 Mere's the other end of the '63 pipe, with the rubber elbow in the bottom of the air cleaner, basic design ("intake" from the air hose to the carburetor. so clean air was drawn from the air cleaner, and "exhaust" from the oil fill cleaner into the back of the block. tube to the intake plenum), although 10 Here's the '63 hose, with a PCV valve, connected to a Inside the air cleaner, a steel fine-mesh the plumbing was different. tee fitting at the back of the AFB carburetor. System flow screen was pressed over the stub on When the 396 was introduced in was reversed for 1964. the elbow as a "flame arrestor." This mid-1965, a new PCV system design prevented a carburetor backfire from came with it. There was no vent hole in 11 The block vent hole adapter and pipe to the air propagating through the vent tube into the back of the block, and there was no cleaner, which became the "intake" side of the system the crankcase, which could cause an oil fill tube in the intake manifold. The from 1964-1967. explosion. The same type of flame- air cleaner still provided the "intake" arrestor technology is used for the air side of the system, but it was connected cleaner element on inboard marine 12 The 1964'65 Holley "exhaust side" arrangement, to an elbow in the passenger side valve engines so a carburetor backfire won't with a hose from the oil fill tube to the elbow restrictor cover. The "exhaust" side used a pipe ignite bilge fumes. fitting on the side of the carburetor. from the driver's side valve cover to a The "exhaust side" of the system was restrictor fitting on the driver's side of The "closed positive" ventilation system moved to the oil fill tube, which had a the Holley carburetor. used engine vacuum to force a continuous fitting for a hose to a manifold vacuum Why was the "exhaust" side in the flow of fresh air through the crankcase, and source at the carburetor. Engines with driver's side valve cover instead of on burned the vapors as part of the normal Carter WCFB or AFB carburetors the passenger side? With the crank and combustion process instead of exhausting continued to use a PCV valve and fitting rods rotating clockwise as viewed from them directly into the atmosphere.
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