Emissions and Cranckcase Ventilation Issues

   The second one way valve (from the Moroso kit) was added in place of the straight through hose that would have originally connected the rocker cover to the carbs and emission canister. Since the exhaust is sucking on the bottom end of the motor.... at high speeds, I didn't want the rocker cover to possibly pull a vacuum on the carb ports.

    The connection was made up using a hardware store supplied, brass   1/2" hose i.d. to 7/8" threaded  adapter (top right in photo). The valve is standard pipe threads (as is the little weld in pipe)  A piece of 1/2" i.d. radiator hose was jammed inside a 5/8" piece of hose. The 5/8" fits the valve body. When the 1/2" i.d. end is stuffed onto the rocker cover outlet, it tightens it up nicely inside the 5/8" hose. So no clamps are needed for a nice air tight seal.  In essence, this works as a standard PCV valve, but has a full 1/2"-5/8" diameter breathing passage as compared to an off-the-shelf 1/8" to 1/4" of most smaller standard size PCV valves.

   I ended up making up a fifth breather /separator adapter for the crankcase connection at the fuel pump. Again, a Mr. Gasket blanking plate was used as a base. A piece of square stock was rounded out to match the rubber grommet supplied in the kit for the base of the breather/filter. This allows me to 'push-in' the breather filter, just like the original breather kit design was suppose to allow   for.

Air pushed/pulled out of the rocker cover goes down to the bottom of the separator, up and out to the PCV valve and into the carbs.

    Well I've added 'my version' of an oil/air separator between the PCV valve and the rocker cover. This should keep the PCV valve and intake free of oil.  This 'custom' separator was made from the second separator included in the Moroso kit, a short length of copper 1/2" diameter tubing and a threaded hose barb.  I simply squared up the bottom large i.d. opening of the breather/separator and soldered in the copper tube and hose barb.  Hose barb? Yes.  It's used as the 'end' of the tube and the drain tube for any accumulated oil in the breather. This is visible in the upper right photo. A small tube feeds the oil back down to the crankcase breather. One end of the plastic 90 degree angle was filed off and stuffed (in a vise) into the end of a 1/2" to 5/8" brass piping adapter. This acted as the reducer needed to match tubings at the carbs and PCV valve. The hose adapter barbed end is simply stuffed inside the other end of the plastic angle adapter.

       The rubber tube exiting the rocker cover curves down, and flows back to the separator. The 'down curve' is smooth, as the copper pipe from the separator runs all the way up inside it to the very edge of the rocker cover nipple.
     A spot of black silicone was used to simply tidy things up by keeping the pipes aligned.

    This shot shows the whole system (almost). You can see the crankcase breather/separator (behind/below the distributor) and large hose headed for the exhaust scavenging PCV valve. To the right of the top oil filler cap (hex shaped here) you can see the upper PCV valve and separator. The oil return line from the upper separator going to the lower crankcase vent assembly, can be seen routed between the brake pressure differential switch block and the master cylinder on the bulkhead.

    On my own installation, a 1973 MKIII GT6 1998cc 6 cylinder engine.

poor idle, no power,
lots of oil smoke out tail pipe, real lean

By 'specs' the 1998cc Triumph 6 engine, kicking out 100hp, should be
blowing about 2.5 cfm, . (cubic feet / minute) or 150 SCFH)

   Emissions and Cranckcase Ventilation Issues