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Author Topic: check valve on header evac  (Read 6040 times)
wywindsor
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« on: July 14, 2010, 08:07:16 pm »

I was wondering if a ck. valve is needed from the valve cover to the exhaust. And where do you get them?
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joey11
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« Reply #1 on: July 14, 2010, 09:15:57 pm »

you can get them at napa. here's the part number(NAPA -  CRB 229000 )
you install the check valve into each header collector and make sure you get some type of baffle for the valve covers so minimal oil get's sucked in. they may even have them at napa as well. they are called valve cover baffles
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1987 lx
old 306,stock bottom end(RIP!!!)
NEW SETUP / 331 with scat chp kit, tw 205's, FTI TLSR, super victor, c4 w/brake,ucc 5300 stall, 4:10's,pro-systems carb. 
times TBD.......
wywindsor
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« Reply #2 on: July 14, 2010, 11:13:43 pm »

thanks joey
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289nate
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« Reply #3 on: July 15, 2010, 12:51:22 am »

Yes, you need a check valve.  Don't run without them.  Listen to Joey.
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\'65 fastback pump gas 289, 4.56 gears, and faceplated T5.  11.123 at 122.4
dennis112
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« Reply #4 on: July 15, 2010, 05:37:51 am »

Joey is spot on-



and they work very well for header evacs, unlike the cheapies that often come in most lower priced evac kits.
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Dennis

65' Stang, Dart 428W NA, AFR 205's, Super Vic Intake, 10.7:1, 950DP, Bullet SR Cam, 1.6 Roller Rockers, MSD Dist w/ TFI Coil, MSD 6AL, Accufab 1 3/4" Headers, Dynamax 3" Exhaust, Jerico 4-Speed, Hyatt Racing Clutch, 33 spline Ford 9" /w spool 4:33, Caltracs, Subframe Connectors, mini-tubbed with MT 28x10.5x15S slicks. Pump Gas


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« Reply #5 on: July 15, 2010, 12:51:02 pm »

Agreed.  I'm using the NAPA ones right now and they work great.
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Mark

'66 coupe, 289 HiPo, TKO 600, 3.80 rear
FordStrokers 363 TW 190 FAC heads in the works
69 Merc
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« Reply #6 on: July 15, 2010, 02:30:22 pm »

What if you have a high volume oil pump?  Anyone running one with a header evac?
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 2" aluminum open spacer, CamMotion HR .624/.609 251/256 108, 1-3/4" x 3" headers, Broader Performance RmV/B under a C6/4R100 behind a 8"/9" billet 5500 stall, 9" 4.56 Detroit Truetrac, M/T ET radial streets 315/60-15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html

Present day Merc = http://sbftech.com/index.php/topic,34648.0.html


Except that engine building (properly) is a labor intensive industry.  Who do you think does all the measuring and machining?  Little engine shop fairies?  Not to mention assembly, mock up and parts fitting.

At Woody's level you are not just paying for his labor but for his skill set as well.

You get to ONLY have TWO of the following -- cheap, fast, dependable.

IOW -- if it is fast and dependable it will not be cheap.  If it is fast and cheap it won't be dependable.  If it is cheap and dependable it will not be fast!


Thanks FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
289nate
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« Reply #7 on: July 15, 2010, 03:21:29 pm »

Why would that be a problem?  My oil pump flows what a standard high volume pump does.  When I pulled the header evac to hook up the vacuum pump yesterday in anticipation of being able to go to the track, I didn't notice any oil in the check valves at all.  One was bone dry and the other had a little surface rust from condensation.
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\'65 fastback pump gas 289, 4.56 gears, and faceplated T5.  11.123 at 122.4
69 Merc
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« Reply #8 on: July 15, 2010, 03:39:37 pm »

Why would that be a problem?  My oil pump flows what a standard high volume pump does.  When I pulled the header evac to hook up the vacuum pump yesterday in anticipation of being able to go to the track, I didn't notice any oil in the check valves at all.  One was bone dry and the other had a little surface rust from condensation.

I believe that my Melling HV oil pump flows 25% more than a standard oil pump.

My HV oil pump so oils up my top-end that no matter how I do my baffled V/C and gaskets and also my V/C's filtered vent I end up ALWAYS getting oil burning off of my headers at times.  I know that I have some ring blow-by but I don't think that much.  Compression test I get 175-180psi.
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Robert's 1969 Mercury Montego (FordStrokers 408W, QFT 850cfm RQ-AN, Super Victor, 2" aluminum open spacer, CamMotion HR .624/.609 251/256 108, 1-3/4" x 3" headers, Broader Performance RmV/B under a C6/4R100 behind a 8"/9" billet 5500 stall, 9" 4.56 Detroit Truetrac, M/T ET radial streets 315/60-15 on 10" rims)

The Merc started here = http://sbftech.com/index.php/topic,27178.0.html

Present day Merc = http://sbftech.com/index.php/topic,34648.0.html


Except that engine building (properly) is a labor intensive industry.  Who do you think does all the measuring and machining?  Little engine shop fairies?  Not to mention assembly, mock up and parts fitting.

At Woody's level you are not just paying for his labor but for his skill set as well.

You get to ONLY have TWO of the following -- cheap, fast, dependable.

IOW -- if it is fast and dependable it will not be cheap.  If it is fast and cheap it won't be dependable.  If it is cheap and dependable it will not be fast!


Thanks FordStrokers 408W, Westminster Performance Transmission (W.P.T.) transmissions, TCS Performance converters, Broader Performance valvebodies and last but not least a BIG thanks (always) to my friends here and abroad in the World!
289nate
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« Reply #9 on: July 15, 2010, 03:53:32 pm »

Why would that be a problem?  My oil pump flows what a standard high volume pump does.  When I pulled the header evac to hook up the vacuum pump yesterday in anticipation of being able to go to the track, I didn't notice any oil in the check valves at all.  One was bone dry and the other had a little surface rust from condensation.

I believe that my Melling HV oil pump flows 25% more than a standard oil pump.

My HV oil pump so oils up my top-end that no matter how I do my baffled V/C and gaskets and also my V/C's filtered vent I end up ALWAYS getting oil burning off of my headers at times.  I know that I have some ring blow-by but I don't think that much.  Compression test I get 175-180psi.

I wonder if the oil drain back holes are partially blocked by the head gasket?  Maybe your system pulls a good bit more than mine?  Just know I'm not having a problem.
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\'65 fastback pump gas 289, 4.56 gears, and faceplated T5.  11.123 at 122.4
joey11
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« Reply #10 on: July 15, 2010, 07:11:42 pm »

when i put on my vac pump with the vacuum line pulling from over top of the rockers, i got too much oil even with a baffle over the hole. i had to put the line in the front of the valve cover and some scotch brite in the fitting to get the correct amount of oil going into the pump for street driving. so far so good, been a few months now and it's pulling the same amount as it was when i put it on.
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1987 lx
old 306,stock bottom end(RIP!!!)
NEW SETUP / 331 with scat chp kit, tw 205's, FTI TLSR, super victor, c4 w/brake,ucc 5300 stall, 4:10's,pro-systems carb. 
times TBD.......
dennis112
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« Reply #11 on: July 15, 2010, 07:14:18 pm »


I believe that my Melling HV oil pump flows 25% more than a standard oil pump.

My HV oil pump so oils up my top-end that no matter how I do my baffled V/C and gaskets and also my V/C's filtered vent I end up ALWAYS getting oil burning off of my headers at times.  I know that I have some ring blow-by but I don't think that much.  Compression test I get 175-180psi.

I use a Melling HV in my 393w and a header evac.  Spin the thing to 6800 at the track each weekend and don't leak a drop.  Currently has 3lbs of draw at 1100rpm idle as measured through the dip stick.  This is a good sealed motor.

I became a real believer in the header evac system a couple of years ago when I had excessive ring blow-by which resulted in smoke and yucky smell coming out of the open breather, a leaky rear main seal, and having the double stacked cork valve cover gaskets blow out.  I tried both a single open breather with PCV and 2 open breathers and still had excessive pressure.  I wanted to race but I wasn't going to tear it down mid-season so I connected up the evac (with the above valves) and it did wonders.  No more blown gaskets, valve cover mist, nor a leaking rear main seal (which left a light film on the front of the bellhousing, but no drops on the ground underneath.  If I removed the sealed breather I would still get the smoke (but I had also defeated the evac system.)  The only other remnant was that the dipstick would push up maybe 1/2" at times and so I would seal it down with electrical tape.  

For the system to work, the exhaust must not offer a restriction.  I use the evac system at the drags using about a foot of pipe after the collector and Dynomax race bullets with no tailpipes.  Mufflers are required for my street racing class.  I can run the evac system on the street with quiet mufflers and tailpipes, but as the RPM's climb to the "fun place," the increased backpressure also increases blowby as seen in the engine compartment around the dipstick.  Since this engine is has a good ring seal, I normally just install the PCV and a single open breather on the street for my own piece of mind.

I installed my tubes in the collector like this:








By the way, the Mr. Gasket valves sucked ass as they both would leak when new.  The Napa part above seals well and is what made my system actually work.


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Dennis

65' Stang, Dart 428W NA, AFR 205's, Super Vic Intake, 10.7:1, 950DP, Bullet SR Cam, 1.6 Roller Rockers, MSD Dist w/ TFI Coil, MSD 6AL, Accufab 1 3/4" Headers, Dynamax 3" Exhaust, Jerico 4-Speed, Hyatt Racing Clutch, 33 spline Ford 9" /w spool 4:33, Caltracs, Subframe Connectors, mini-tubbed with MT 28x10.5x15S slicks. Pump Gas


10.49@128.76mph
dennis112
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« Reply #12 on: July 16, 2010, 05:53:19 am »

There is one other thing that I should have added.  A swap to a taller valve cover also helped me control oil mist coming out of the breathers.  I would guess that setting the baffle further away from the rocker arms meant that less oil was being shot directly at the baffle?
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Dennis

65' Stang, Dart 428W NA, AFR 205's, Super Vic Intake, 10.7:1, 950DP, Bullet SR Cam, 1.6 Roller Rockers, MSD Dist w/ TFI Coil, MSD 6AL, Accufab 1 3/4" Headers, Dynamax 3" Exhaust, Jerico 4-Speed, Hyatt Racing Clutch, 33 spline Ford 9" /w spool 4:33, Caltracs, Subframe Connectors, mini-tubbed with MT 28x10.5x15S slicks. Pump Gas


10.49@128.76mph
Fordota
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« Reply #13 on: July 16, 2010, 11:22:49 am »

and some scotch brite in the fitting

This is what I did behind my baffles. Two layers of green scotchbrite. Seems to be working but havn't ran it much yet.
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Matt Paul
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« Reply #14 on: July 16, 2010, 02:42:16 pm »

During the testing I did with header evac kits I noticed that 6 inchs from the exit of the exhaust gives you the best vaccum 4 Eyed.
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Thanks to the people listed below for all there finical support with the car!!!!
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Just a POS engine I built on my garage floor with a 300 shot running 5.3x with a 1.159 60ft at 2800lbs in the 1/8 but what do I know LOL!
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