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Originally Posted by PoorMans180SX
The PCV valve is not connected to the intake of the turbocharger. That's what I was saying.
If you've ever measured the pressure drop in a performance air intake, you'd know it was exceptionally small, much lower than the vacuum in your intake manifold at idle and cruise.
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This is contributing to oil aspiration! This is why the engine is taking in more oil than it does with a factory air filter. This has been my point from the beginning.
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So which is it, oil free, or with an oil mist coating? Sounds like some bullshit you made up.
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Where is confusing to you?
Oil inside intake manifold: Should NEVER be oil inside the intake during short duration operation (< 30,000-40,000 miles or roughly three to five years). If there is, then the pcv system is not setup properly.
Oil inside the Turbo-Inlet (pre-compressor tube): There should always be a thin film of oil present here in all factory JDM engines with turbocharger, to keep those exposed thin metallic surfaces from oxidizing.
After 50,000 to 100,000 miles it can be washed out just like factory intake manifold to remove heavy chain deposits (sticky tar-like goop that collects over long time 5~ years of daily operation).
Clear now?
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Take an intake manifold off a bone stock KA24DE or SR20DE or DET. It will be coated in oil film internally.
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After 50,000 to 100,000 miles this is to be expected of course in all engines. No matter what kind of tube is placed between the intake and crankcase, some oil will always enter, the tube can be discarded or the intake can be washed. A quick wash will clear the intake out if the tube is short and kept OEM. Intake manifold sections are designed to be very easy to remove and inspect and clean. This is not an issue for healthy engines in the hands of capable mechanics of routinely serviced vehicles. The oil residue accumulated here during 50,000 to 100,000 miles is negligible and will not affect engine operation. Any significant oil coating is due to improper use of the pcv system; it should never be enough to reach the engine valves.
I am trying to lead you to a conclusion by making very obvious, rhetorical remarks.
->You know where the pcv valve is but refuse to see that is cannot possible pass oil to the intake manifold unless the pcv system is installed incorrectly. Expecting it to remain absolutely clear for 10+ years without maintenance is unrealistic;
->You see that performance filter provide little pressure drop but refuse to see that is the root cause of oil aspiration and oil accumulation. The pressure must be adjusted post-air filter to keep the crankcase clear of combustion gas which contaminates engine oil and allows it to leave the crankcase.
Oil is a variety of heavy carbon chains. As gasoline and blow-by gasses mix into engine oil, and as mechanical shear forces from the engine chew engine oil, light chains of gasoline solvate with lighter damaged carbon chains of engine oil and together these are able to evaporate easily and go wherever they please. So all of the pcv parts can be present: pcv valve, tubes, lines, etc... and yet if you do not measure and maintain the pressure drop of 1 to 3" Hg it will not function to keep these light chains under control and engine oil will easily escape.
The goal of the pcv system is to remove those lighter chains due to combustion gas before they can interact with engine oil, before they can dilute engine oil or facilitate breakdown and solvent interactions with heavy chains. There must be suitable flow and low enough pressure.
Oil, like water, and all liquids, has a specific partial pressure for evaporation content. If the required pressure is not met (1 to 3" Hg) the light chains will not be pulled from the engine oil and this will lead to oil aspiration (engine oil going places like the intake manifold, more frequently).
When a free flowing air filter is used, it disrupts the pcv system so that the light chains are able to interact more fully with engine oil. This causes oil to easily leave the engine and enter the intake manifold through the pcv valve during innocuous cruise/idle situations.
Finally what gives you away is disregard for 2psi of crankcase pressure. the pcv system in wet sump operations only applies a negative pressure of approx 1 to 1.5psi (1 to 3" Hg). The importance of -1.5psi is paramount to healthy engine operation; therefore 2psi of blow-by crankcase pressure is absolutely horrific, catastrophic in nature, by comparison.
In other words, if the pcv system revolves around -1.5psi then the idea of 0psi or 2psi is twice and four times as bad for the engine, respectively.