To anyone on the list besides myself that has an interest in my continuing saga
of oil consumption. You will recall that the fresh engine in my '67 BGT was
using about 1 qt per 500 miles, and that the only visible evidence of where it
was going was exhaust smoke after idling at a stop light. Then when I blew a
head gasket I found no valve seals in the head. Thought I had fixed it then.
Well . . . it never really stoped smoking and yesterday the smoke got so bad
the car could not be driven without fear of green stamps from Broderick.
I disconnected the NEW PCV and plugged the manifold. No more smoke. Opened the
PCV and its full of oil. Also discovered oil filler cap not fully secured but
its a vented cap.
Now the questions.
I understand the PCV to be functioning properly if it opens and supplies
vacuume to the sump only at higher rpm's, and improperly if it leaks at lower
rpm's. It would therefore seem that if the oil is getting up the 12 inches or
so of hose to the PCV when it is bad, it also will when it is good. Is this
true? Do all engines equiped with PCV's burn some oil at higher rpm's?
Secondly, the Moss catalogue says that the 18GH engines were equiped with only
a Y connector which fed the sump vent into both air cleaners, and not a PCV
into the intake mainfold. That I think would cover the '67 and make a PCV
unnecessary. Is this true?
Currently my engine uses 2 rear A style air filters, the flat ones with a
screen around the perimeter and no tube for the vent hose. I propose to replace
these with 2 front A style filters with vent tubes and go to the Y connector.
Can I be this lucky and legal too?
Ernest
barrister@lawref.com
|