Second round. After adding the GM Intake and getting things flashed, I wanted to keep the tests fair, so I left the original orientation of the catch cans the same way. this time the interval was only 3,099 miles. However the air flow and the flash of the MAF sensor read different and perform differently so its almost like starting over.
The results were similar, in ratio... but the amount has increased and the composition of the blowby has changed as well.
This time around the Mishimoto can caught just over 1 ounce in the 3,099 mile interval. theres been more drag racing (about 15 passes), since autoX and hpde's are closing down for the year. got to see Josh of HHP Racing, put "TopCat" (Hellcat Auto) into the 8's down at MIR recently, and we did two other visits, one to Captiol and another to MIR. the normal daily driving and 3 road trips for wrestling.
As Mentioned the volume caught has increased.
the mishimoto can pulled a bit over 1 ounce:
As you can see up close, the composition is def more pronounced:
The Elite E2-x has been catching what has gotten past the mishimoto so far. and this time around, it was around 1/2 ounce:
I put the stuff from the mishimoto can in a used Fiji water bottle, and showed the side by side:
you can clearly see up that the amount caught after switching intakes and the flash, doubled. its probably more the design of the intakes that's making the difference. when air flow changes, so does power, efficiency and everything else, which is why I opted to keep it original until I did about 3-4K on the new intake.
As of last weekend, I finally got past a death in the family, Christmas shopping, and was able to spend some more loot on the car, so I rearranged the setup to now have the PCV being caught by the E2-x
FIRST and then see what the Mishimoto can catches second. I also have the full time vacuum on the Mishimoto can this time around as well. the open port in the E2-x can is simply capped off, so its functioning like a 2 port can.
To explain the routing in this layout:
1. (
Yellow line) Out of the PCV dirty tube and into the E2-x can.
2. (
Blue line) Leaving the E2-x and into the In Port on the Mishimoto can
3. (
Light Green line) Out of the Mishimoto Can and into the Venturi Valve section
4.
(Darker Green line) Tee'd off from the Mishimoto Exit line and into the full time vaccum of the manifold.
The clean side separator has been left the exact same.
Headed to the track this weekend again, so once I get 3-4k done in this configuration complete, I can look into tuning, the LSD diff swap, and adding the ported manifold I've been working on and get it flow tested. Wanted to finish the testing of the cans first and seeing which more effective and efficient before adding any variables to the mix (hence the reason I kept the line order after adding the GM Intake for an additional 3k).
Also got some info on a new V6, where the contents were sent to a centrifuge:
Quote:
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This is a sample drain from a new V6 and it was spun in a centrifuge and analysed. The contents are as follows: 70% acidic water, 23% raw fuel and other volatile compounds, and 7% is oil saturated with abrasive particulate matter.
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Figure the tracks are closing in the next few weeks, so might as well get through it and add over the winter time.
To note, times have been within a few tenths of my personal best of 13.539 @ 106. have had a handful of 13.6's all else has been 13.7-13.8's on 87 octane. gonna run 93 tomorrow cause it seems even in stock form, a bit of timing is being pulled in addition to a smaller tire this year vs last year.
we'll see what happens.
Been learning sooo much this year! 2018 should be awesome getting into DI tuning!