Hi guys. Here is another confusing situation. I have a EDL-3860 High Flow intake base. I noticed that there was 2 different EDL-3860 intake bases. One has the fitting on the driverside which a hose connects to for the PCV valve on the driverside. The other (mine) has no hole for a fitting for the PCV Valve hose. So what the heck am I supposed to do? Could I run a "T" inbetween the brake booster and the plenum so that the vacuum can pull out the crank case fumes?

Top picture is mine (yellow arrow)....
edl3860.jpg?t=1324093426

 

And here is my current setup with the PVC hose which connects to the existing fitting on my OEM intake base...
1324094292.jpg?t=1324094390

 

It's a PCV valve not a PVC. PVC is like plastic pipe or whatever.

Just saying as it might help having the abbreviations correct if you are trying to search for your answer.

Honestly, I am stumped. I have no clue why it wouldn't have it. Maybe one of them is for a MAF car and one is for a MAP car?

 

OOps. Thats what I was thinking too but both styles use the very same ID # of 3860.

 

Locate the vacuum passage in the manifold base, then drill and tap for a fitting.

I had a GM base like that awhile back. Dont know exactly why it was done. BUT...

If you want to get around it, just dont run the PCV, install a breather on each side, and cap the supply from the other valve cover on the passenger side of the throttle body.

 

So then if I put breathers on both valve covers, the positive pressure from the blow by gasses will of course vent via the breathers right?

 

Right. The stock system provides a supply into the crankcase from the throttlebody, then returns into the intake through the PCV for burning. It's mostly for emissions purposes, burning vapors in the crankcase. The stock system uses metered air so you could just bypass it with the method I mentioned above.

If you eliminate the supply from the TB or the PCV you have to eliminate the other. Otherwise, you would be creating a hell of a vacuum leak. Just eliminate both and install breathers. Done deal

 

Noted. Thanks guys. I appreciate the info.

 

You can tap into full manifold vacuum in the plenum or in the cold-start passage in the manifold base.

Getting rid of the PCV will change the needed IAC calibrations, minimum air rate, MAF calibration for idle, and probably require a small adjustment to your TPS.
It's not that big of a deal to do, and only necessary if you aren't happy with your idle after the change.
No PCV will also cause your engine oil to become contaminated with moisture and fuel quicker, so you might have to adjust your oil change schedule a bit too.

 

If you're car gets a visual inspection for emmissions equipment you'll probably get fined for the breather. That's the case here. $150 fine for us and we get roadside checks. Something to think about.

 

I've never cut open nor do I know the internal sections of the intake base. So is the cold start section utilize the same chamber as nozzle on the later EDL intake manifolds?

 

The factory vacuum port connects directly to the hole where the cold-start injector fires, - driver-side.
Just drill & tap as close to the cold-start hole as you can without causing a problem, and add a vacuum port. Check your runners flange to see if it has space for this.

If you don't want to modify the runner flange or base, then just pick up the passage where it runs under the plenum and drill & tap there. At that point, you might as well just drill into the bottom of your plenum space to add the port.

 

Tap under the plenum? Sounds like a good idea. But won't I begin to get a lot of oil residue mixed with some exhaust soot (egr ports) in the plenum and runners?

 

Honostly, I'm about ready to sell this ported intake base and buy another used one with the port or trade for one that already has the vacuum port. I mean, there is a lot of people who remove all egr and emissions equipment. I'm just tired of dealing with this issue all together.

 

Here is the way SLP did it on the early base.

 

Well if you want to run the PCV valve. Just drill and tap. Pick your location and break out the drill bits.

Forgot about the cali smog thing. Forgot that they are doing that there. Last time I lived there, they werent as aggressive about things as they are now. It's rediculous.

 

Tap and drill the plenum is an option that I may consider, heavily. But what about this idea? Could I put an inline T connector in between the TB and the EVAP Cannister?

vaclineformyiroc.jpg?t=1324255947

 

Looks so much easier.

 

I have the 9th injector fuel rail which I plan to use. But that is a good point too. Using the ninth injector section of the lower runner.

 

Bump.

 

I would get rid of the 9th injector and go to 89 $6E reprogramming and drill and tap this block off are ask them if they will.

http://www.ebay.com/itm/CHEVY-TPI-CO...ht_1089wt_1055

 

89 Camaro? Which MemCal or PROM BIN should I use if I do delete the CS injector?

Prom BCC Prom Code* Scan ID* Trans Gear Ratio Emissions * Body
AUJM 0580 0551 Auto 3.27 Fed **** F
AUJN 0584 0561 Auto 3.27 Fed **** F
APYU 3516 3531 Auto 3.27 Fed **** F
ARAD 4868 3881 Auto 3.27 Fed ***** F
ANYF 9356 9362 Auto 3.27 Fed ***** F

 

bcc decoder is a chevythunder.com the 89 has vats so you can install the bypass module for $14 on ebay. or you can use your own and do a piggybackchip. tpiparts.net

 

Currently I have a 86 MemCal which is connected to a Moates G-1 adapter. The EPROM has a 87 BIN File which supports the 350 block. I needed this because the MemCal has a 305 LB9 BIN File. so then all I need is a 89 Bin file right? I just wanna fill in all the holes before I start spending money or ask some friends to program a EPROM for free. So since I have a Moates G-1 adapter, what else would I need?

 

yes a 27c128 or 27c256 ect programed without vats on the g1 will work just remove vats arar arap work even though they are agressive on timing. let me know if you need any .bins

 

I could probably find the bin in the BIN bank over on Moates.com. But I you have one of the 89 IROC 350 3.27 Auto, then that would be cool. By any chance, would you be able to prep the bin for me?

 

pm me with your email and engine combination.

 

Engines do need that vacuum to run properly, high horse power engines even run vacuum pumps to scavage crank case vacuum. I'm not talking about street cars either some big power guys run them when they could bypass it. Pressure leaking around the pistons supplies the pressure that slows an engine down if not removed.

 

Back from the dead, tracking a low vacuum issue in my 383 TPI build...it's running about 7-8" vacuum, with no leaks evident.

Where does the above-mentioned supply run from on the TB, and where to?

Also, what are the big red B and C ports for in Post #1 above? My B is currently blocked off and my vac brake booster is plugged into C. Will this work properly, or is this possibly part of my problem?

 

on the top pic B is used on 85-88 tpi and is manifold vacuum passage for the 9th csi. C is for corvette rear exhaust feed for the egr. Your vacuum booster gets feed off the lh rear plenum fitting, the pcv is where the yellow arrow is pointing.

 

Other way around

 

Air from TB port to pass side cover , out PCV valve on drv side cover to the port you have your booster hose on
As noted booster should be from large port at rear of plenum

Simplified TPI vac system

 

yeh, I couldn't see the pic when I was posting b , c same thing