Valve Cover PCV Fittings

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Finally got all of my fittings back from the anodizer, so I figured it was about time to post them back up. This time should be a little smoother, I have my shopify setup and they can purchased directly from there. I have roughly 200 pairs in stock so there are plenty to go around.

I have some raw PCV delete fittings still leftover so if anyone wants those I will still honor the $35 shipped price for them. There are not too many left of these so if you don't care about the anodize here is your chance to save a couple bucks.

These fittings come complete with o rings, and the flapper delete includes the clip to secure it.

The pcv delete fitting has the biggest bore on the market for maximum crankcase ventilation. The flapper delete fits tightly to the factory valve cover port and has an internal oring to ensure a proper seal.

Installed .jpeg PCV Bundle.jpeg

You can order them here.
https://acfabrication.myshopify.com/products/n54-valve-cover-fittings
 

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First of all, I never bought the AD fittings. These were designed off the stock valve cover, there are some important differences. But at the end of the day they both serve the same purpose. My fittings have a full hex on the pcv delete, the bore the larger, and I include the orings. The flapper delete is quite different from the AD fitting internally, it uses an oring that seals on the OD of the valve cover, it is not loose fitting either. There are only so many ways to make something as simple as these. To be honest the only reason I made them was because I needed a set for a customers car, AD was out of stock. So if I was going to make a single set, might as well make a bunch. This is no different than offering a different single turbo kit or upgraded twins. At the end of the day the community gets another option.
 

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We are working on finishing up the bottom mount, I made some design changes from the original. I know we are way behind the original time line but we are getting close.
 
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dyezak

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We are working on finishing up the bottom mount, I made some design changes from the original. I know we are way behind the original time line but we are getting close.

Any new pics? Has @Payam gotten any data he can share with us yet? 1/4mi times, 1/2mi times, dynos, logs, etc??
 
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Aaron

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So basically the AD fittings got sent out, and remade. I love the N54 platform...
Actually no.

AD fucked their's up, of course the flange was NOT -AN as it was advertised. He still sold them because he either doesn't do quality control, or doesn't care. Either way he certainly has never offered to fix it, and it's been about a year now without him responding to my polite and professional email and PM (Sent before I knew the flanges were incorrectly machined, I was asking about availability and part details).

It'd be nice to get a piece that's actually milled correctly. The full hex on the PCV delete is also a plus. Would've saved me a minute or two as I couldve guessed the wrench size and brought it with me in the beginning, not have to go back to the tool box a couple different times, digging through every wrench until I get the right one. Not a huge deal, but like he said, they're simple parts.

Are they both -AN 10 or is one of the pieces 8?
 

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You would have 2 ports going into the catch can instead of just one. If you are using a BMS OCC currently this guide will give you a pretty good idea of what you need. This gives you an idea of how everything can be routed. But you don't want to put the pcv back in that defeats the purpose of the fitting.

I am working on releasing a hose kit to adapt to your exist BMS OCC. That should be available by Friday.

http://www.n54tech.com/forums/showthread.php?t=32991
 
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DennisKing

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You would have 2 ports going into the catch can instead of just one. If you are using a BMS OCC currently this guide will give you a pretty good idea of what you need. This gives you an idea of how everything can be routed. But you don't want to put the pcv back in that defeats the purpose of the fitting.

I am working on releasing a hose kit to adapt to your exist BMS OCC. That should be available by Friday.

http://www.n54tech.com/forums/showthread.php?t=32991

In that link, his head is tapped and plugged. Your hose kit would be the better solution for sure. A 2-1 hose at the valve cover to put the flapper delete and pcv delete fittings in to one hose would be great, I'm assuming that is what you are building?
 

The Convert

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Reference the RB kit unless you want to end up pulling too much, or no, vacuum. The information above is not complete, and therefore not accurate.
 

Bmwfixerguy1

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I have a question and I'm probably going to post it a couple of places for multiple answers.

So I build my system with 2 cans
-8
-10

So only recently have I noticed when fully warmed up (pulling most vacuum) my crack case is under wayyyyyy too much vacuum, I can hear the front main starting to wistle.
I used the factory flapper into the -10 for boost side.

Do I need to delete the flapper in this instance? Will that help my issue?

I have the Ade pcv delete without the head ports tapped.

Regardless I'm gonna need your flapper delete to help tidy stuff up
IMG_20171011_230900.jpg
 

Bmwfixerguy1

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The flapper was causing wayyyyyy to high of a restriction on the vacuum side. I deleted flapper and all is well now
 

dyezak

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The flapper was causing wayyyyyy to high of a restriction on the vacuum side. I deleted flapper and all is well now

You might have created a vacuum leak via removing the flapper which reduced the crankcase vacuum. This might be fine at idle, but depending on how you have your system plumbed you might have a boost leak under boost by getting rid of the flapper. It does serve a purpose under certain designs.
 

Bmwfixerguy1

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You might have created a vacuum leak via removing the flapper which reduced the crankcase vacuum. This might be fine at idle, but depending on how you have your system plumbed you might have a boost leak under boost by getting rid of the flapper. It does serve a purpose under certain designs.

Ade pcv delete with a boomba valve right off the manifold before catch can.
Should be ok.. I think.. wgdc didn't change on the minimal testing I did
 

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Ade pcv delete with a boomba valve right off the manifold before catch can.
Should be ok.. I think.. wgdc didn't change on the minimal testing I did

With a standard check valve you are applying full plenum vacuum to the crankcase which is not good idea. You need a PCV Valve if you are going to use your plenum as a vacuum reference, they are specifically calibrated to limit flow through the valve at high vacuums (ie. decel, idle, etc).

Then deleting the flapper means you have reduced the level of vacuum on the crankcase (as you eliminated the restriction which elevates the vacuum in small PCV flow scenarios) but this isn't a good thing. Basically what you have going on is a big unneeded vacuum leak at this moment, and an overwhelming amount of airflow going through your crankcase under low load conditions.

Also this would not show on WGDC as WGDC represents BOOST, and when in BOOST these valves close (thus seal themselves from any functionality) as the system is operating in HIGH load (ie. forced ventilation out of flapper port only).

In short these fittings are designed to delete PCV functionality and vent to atmosphere (of course oil catch can insertion is possible as well). But no more vacuum is applicable, at least not without developing a crank vac system.

Rob
 
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