jumbosrule

I can see how being a firmware engineer doesn't mean ---- when it comes to cars, but don't include me in your classification. I didnt feel the need to spout experience and qualifications just to get you to believe me.

I'm not at all confused about my own systems and you are very much incorrect in both of the statements you made above about the turbo setup. Don't assume you just know something has little to no vacuum if you haven't measured it yourself. I have on my own cars.

What I won't claim is that the system you are working on is bad just because its not the way i did it. It might work perfectly once you get your final setup. Interested to see it and what you come up with, including how you know it is or is not doing it's job.

I won't clutter the OPs thread with any further posts. Do your thing.

Track

I think there is some misunderstanding going on, which is leading to a lot of hostility...So lets stick to the crankcase gas evacuation stuff. This is a discussion thread and you are not crapping on it (although I feel you are a bit hostile).

First, my statement was about your N/A setup. you specifically said (I should have really been more clear, rather than just writing an arrow):
PCV and passenger side routed to a catch can (dual inlet) and vacuum line (single outlet).

This setup will lead to a vacuum leak, based on the idea that you are pulling vacuum from the intake manifold (21.5" at idle on a healthy miata). Now, looking at your picture, you actually have it connected to the intake (pre throttle body), and a plug on the intake manifold port which is normally used for the PCV. Vacuum at that location is minor in some cases, and none in most. This setup will work fine. (there is a way to improve it, but we can discuss that later)

Now, your turbo setup, is pretty much exactly the same thing (little to no vacuum out of the intake tube. probably more than N/A car since you pull more air), except you actually pull stuff into your catch cans because you get much more blowby during FI. In the forced induction case, you are better off VTA because there will be lots of oil getting sucked back into the intake and that oil is going into the turbo and some into the intercooler and possibly in the intake manifold. Does it matter? not really, in street applications.
http://www.miataturbo.net/showthread.php?t=56157

The confusion seems to be particularly in the terminology. When you say vacuum, I assume full 21.5" of vacuum at idle all the way up to something like 50" vacuum during high rpm decel. Now if you hook up a vacuum gauge to your intake tube (not intake manifold), I am sure you will read some vacuum, but nothing near 21.5".

Anyways, my current setup is this:

PCV to a catch can to vacuum and the passenger side is going to a catchcan and that is VTA.

It collects nothing, which means I am not spitting oil out. Smell of oil is pretty common with the VTA can and the PCV side will do the same if you open it. I have not settled yet on what I will do.


Either way, I am experimenting in a track environment. I will be discussing this further with Genesplicer this weekend, and will post back any suggestions or improvements he has to add. In the meantime, I have looked into cheap vacuum pumps, just for ***** and giggles, but I feel that would be really excessive for a N/A car.

Hentai

I would look at using exhaust crankcase evac with a oil seprator.
Exhaust crankcase evac to put negative pressure in the crankcase and the oil seprator to return oil to crankcase.

Track

Update on my system. The driver side can is empty, but the passenger side one collected a good bit at my last event at road Atlanta. I will update on street use in the next couple of weeks

YellowYata

Thanks for doing the tests and reporting the results.