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ARCHETYPE RACING - VOODOO/COYOTE/PREDATOR Oil Balancing Hoses

captdistraction

GrumpyRacer
1,759
1,283
Phoenix, Az
So onto my next question, but first a bit of background. I ran Chuckwalla on Sunday and first session out, the car went into limp mode with a solid wrench light on the dash. This has never happened. Had to pull off to the side, shut the car completely off and restart it so that i could even drive it back to the paddock. Quick Google check was pointing at potentially a dirty throttle body. Pulled the intake tube, and sure enough there was a fair amount of oil on the blade and housing. I have a separator installed on the passenger side, however the driver side PCV hose still feeds into the OE intake tube. I rarely get much oil in the passenger side can, but it had probably 3-4 ounces in it. Is this a normal byproduct of the increased oil flow from the balancing hoses? I’ve been considering the Watson Racing Peterson catch for a while now, but it may have just moved up the priority list.

View attachment 62858

No, there's very little flow through the crossover lines. They balance pressure more than anything else, there's not an active flow through them (think of them as sitting at the very end of the oiling system, tying the two tail-ends together between heads.

For the blowby accumulation, definitely look at the watson can. Interestingly enough, I had similar issues at Chuckwalla the week before you, but I think mine to be more electric than mechanical.
 
469
560
Exp. Type
Time Attack
Exp. Level
Under 3 Years
SoCal
No, there's very little flow through the crossover lines. They balance pressure more than anything else, there's not an active flow through them (think of them as sitting at the very end of the oiling system, tying the two tail-ends together between heads.

For the blowby accumulation, definitely look at the watson can. Interestingly enough, I had similar issues at Chuckwalla the week before you, but I think mine to be more electric than mechanical.

Thanks Chris - it just seemed non-coincidental as I’ve never had the oiling issue and the only change was the balancing lines. Do you have a drain back line plumbed on your Watson can down to the oil pan? If not, how do you drain it? Their instructions say nothing about emptying the can.
 

captdistraction

GrumpyRacer
1,759
1,283
Phoenix, Az
Thanks Chris - it just seemed non-coincidental as I’ve never had the oiling issue and the only change was the balancing lines. Do you have a drain back line plumbed on your Watson can down to the oil pan? If not, how do you drain it? Their instructions say nothing about emptying the can.

You can either manually drain the can (messy, time consuming), or you can plumb a line back down into an oil pan (assuming you have a suitable port to tap into) and allow the aerated oil to accumulate and return to the pan. Given that I change my oil every 4 hours of operation, I opted for the drain line configuration. IMG_2214.jpgIMG_2514.jpg
 

xr7

TMO Addict?
352
336
Exp. Type
Autocross
Exp. Level
5-10 Years
Minnesota
It's always a good idea to tape over those open intake ports whenever the IM is removed, you never know what might get in there :eek:
I've seen the results of arrant parts falling into intake manifolds, usually very expensive to fix. Best one was a really nice mid 70's GMC Jimmy. Belonged to the owner of a construction company. I had done minor repairs to it over the years. One day it comes in on the hook. Someone had pulled the Quadrajet apart on the engine to replace a sunken fuel float. Made lots of noise on start up, started running really rough and then they shut it down. Hooked it to the scope, started and we are only running on 5 cylinders. Pulled engine down, turns out one of those pesky steel balls had dropped down the intake and pounded the crap out of three cylinders before it finally lodged itself into a piston. Time for a Target 350.
 
3,504
2,692
Exp. Type
W2W Racing
Exp. Level
20+ Years
Pleasanton: 1/2 way between Sonoma and Laguna Seca
I've seen the results of arrant parts falling into intake manifolds, usually very expensive to fix. Best one was a really nice mid 70's GMC Jimmy. Belonged to the owner of a construction company. I had done minor repairs to it over the years. One day it comes in on the hook. Someone had pulled the Quadrajet apart on the engine to replace a sunken fuel float. Made lots of noise on start up, started running really rough and then they shut it down. Hooked it to the scope, started and we are only running on 5 cylinders. Pulled engine down, turns out one of those pesky steel balls had dropped down the intake and pounded the crap out of three cylinders before it finally lodged itself into a piston. Time for a Target 350.
I took delivery of a fresh racing engine many many years ago that was bagged but not taped up.
Well apparently the builder had screwed the carb flange nuts onto the studs but when it arrived the nuts were nowhere to be seen....I'll give you one guess where they went and how I found out.
 

xr7

TMO Addict?
352
336
Exp. Type
Autocross
Exp. Level
5-10 Years
Minnesota
I took delivery of a fresh racing engine many many years ago that was bagged but not taped up.
Well apparently the builder had screwed the carb flange nuts onto the studs but when it arrived the nuts were nowhere to be seen....I'll give you one guess where they went and how I found out.
That sucks. The 6.2 GM diesel were notorious for burned out glow plugs. They often swelled up or drooped when they failed. They were a pain in the butt to get out and sometimes they would break. Standard Operating Procedure was to spin the engine over with the fuel shut off to blow the debris out. Well, that works most of the time but sometimes the customer gets a new engine. A chunk of glow plug lodged between the piston and cylinder wall and tore the cylinder wall up. I hated those 5.7 & 6.2 diesels. One good thing was if you bought a 6.2l diesel with the 700R4 trans you never had to worry about wearing out the differential.
 

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