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Discussion Starter · #1 ·
Is this just their attempt to sell more or additional product to their uninformed buyers or is there a true need to tap into the passengers side crankcase vent on the Q50/60? From me reaching out to a person in the industry, the word is the CCV side for the VR30 motor doesn't actually recircualte any moisture or oil blow-by through this hose. It's just a fresh air vent. If it's just a vent that sucks fresh air in, then why the need to build a catch can system connecting to it?

Since I saw the install process of the product I can relate because I just recently added the AMS intake system to my 3.0t. While I had the complete intake system apart there was no trace of fluid or oil residue in my passengers side airbox boot where this crank case vent hose attaches. Plus the fact that this point is right in front of the passenger side turbo would be a big concern. Seems like it would be a foolish design to force-feed oil and gas vapor into the turbo inlet.

I was informed that the PVC system is the only hose involved in the blow-by recirculation process on this particular car. Now some motors on different cars with different designs do see some oil blow-by from time to time with the passenger side PVC/CCV but seems like their selling snake oil for $275-300.
 

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Actually, the CCV's on both banks of the VR30 will carry blow-by gases to the inlet of the turbos under high-load conditions. Under low-load conditions, they do function to bring fresh air to the crankcase and venting occurs through the PCV valve.

 
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Discussion Starter · #3 ·
Actually, the CCV's on both banks of the VR30 will carry blow-by gases to the inlet of the turbos under high-load conditions. Under low-load conditions, they do function to bring fresh air to the crankcase and venting occurs through the PCV valve.

I don't understand. On the driver's side is the PVC which is routed to the OCC. That one PVC hose from the factory doesn't get dumped in front of the driver side turbo. It re-inserts the blow-by after the throttle body and into the intake runners pre intake valves.

Is it what you are saying is that there are two CCV hoses one passenger side and one driver side that run to air filter boots? I can't remember right off hand that I remember disconnecting/installing a hose to the driver side AMS airbox boot.

With what you've said then that CCV hose on the passenger side should be introducing oil into the passenger side airbox boot. Prior to switching my intakes I ran my car it's fair of times under full boost so if that vent hose actually recycled oil back into the intake system I would have seen oil and been very alarmed.

Note: I'm just holding a friendly conversation. I'm will not state someone is write or wrong as I'm just trying to makes sense of this. Just keep that in mind.

One aspect of the Add W1 3.0-3.3 setup that I don't understand is if that CCV hose on the passenger side flows oil blow-by then why does AddW1 include a small attachable filter to cap that hose off with? That small K&N looking filter would likely become saturated with oil and then start to leak oil. Seems that filters is just used to not allow dirty air to be sucked into the engine. In the sense to save from having to go out and buy another Add1 catch can setup with an additional clean line hose from the catch can to the airbox boot, a person could just stick a rubber vaccum cap and seal off that airbox boot nipple. Case closed. No need to buy a new, 3 hose 3.0 version $275 oil catch can. Just go to AutoZone and buy a $6.99 slide in/on hose gauze filter and a .99 vaccum cap.
 

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"I don't understand. On the driver's side is the PVC which is routed to the OCC. That one PVC hose from the factory doesn't get dumped in front of the driver side turbo. It re-inserts the blow-by after the throttle body and into the intake runners pre intake valves."

That's correct. I'm not sure what you don't understand.

"Is it what you are saying is that there are two CCV hoses one passenger side and one driver side that run to air filter boots? I can't remember right off hand that I remember disconnecting/installing a hose to the driver side AMS airbox boot."

It's not what I'm saying, that is what the Field Service Manual is saying.

"With what you've said then that CCV hose on the passenger side should be introducing oil into the passenger side airbox boot. Prior to switching my intakes I ran my car it's fair of times under full boost so if that vent hose actually recycled oil back into the intake system I would have seen oil and been very alarmed."

The CCV hoses on both engine banks can introduce blow-by gases from the crankcase under certain circumstances. I have no idea whether the conditions you operated your car at were sufficient to blow a significant amount of oil through those two CCV hoses that would be evident.

"Note: I'm just holding a friendly conversation. I'm will not state someone is write or wrong as I'm just trying to makes sense of this. Just keep that in mind."

I understand completely. I'm simply showing you what the field service manual indicates is on the VR30. If you think they are wrong, then I don't know what to say.
 

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Can't both of the ccv hoses be T'd into the one hose for the OCC? 1 tank should be enough I would think.
 

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Discussion Starter · #6 ·
Can't both of the ccv hoses be T'd into the one hose for the OCC? 1 tank should be enough I would think.
From there website it shows two catch cans but I think that's for showing 2 different angles. The video I saw of install only used one catch can but had one port in for dirty air and two coming out as clean air. The kit I saw installed used 3 hoses.

Thereby if you bought one of the first 2 versions and wanted version 3.0 then had to buy it. I've seen people say shucks now this means I have to buy it again.
 

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Product link?
 

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Discussion Starter · #8 ·
I understand completely. I'm simply showing you what the field service manual indicates is on the VR30. If you think they are wrong, then I don't know what to say.
[/QUOTE]

What I may not understand is does your field manual show that this vr30 motor has 3 vents? This is where I said I was confused. From what I was told there is one CCV on the passenger side and a PVC on the driver side.

Does the field manual discuss the special circumstance required to see blowby from these crankcase vent? O.E.M high boost is pretty straight forward to achieve. I ran my car many times to create high boost situations in many different situation and different gears. Zero sign of any CCV blow-by from the passanger side.

My purpose of posting this wasn't to debate if the car had one or multiple crankcase only vents but to determine which ones recirculate junk back onto the intake valves and cause gunk buildup.

Sounded like you stated above the 3.0t has a CC vent on each side of the motor, not including the pvc, and they then route to their respective sides airbox boot/couplers and they are confirmed to resurculate oil blowby into the turbos. My 2019 3.0t non Redsport did not have a specific CCV hose attached to it's driver side airbox boot/coupler. That's where I was confused on what you were stating. This latest AddW1 CC doesn't appear to even attach to a driver side crankcase vent hose so a mute point to be discussing. Also, I looked again to just confirm the AMS PDF intake kit install guide, page 18, driver side silicon coupler/airbox boot which connects to the driver's side turbo. No PVC or CCV hose attached there. Turbo is sucking only clean outside fresh air.


I also called Mishimoto to check and verify this need or no need for the 3rd line or the need for a second OCC connected to the crankcase vents not pvc. Their customer service looked up their supporting documents and testing to verify and said from their data that they collected in making their catch can for the VR30 3.0t, they saw no other blow-by from any other sources. He said from their testing that they saw no need to design a more complicated and more expensive product. Makes sense, I don't want to spend more and gain nothing.
 

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Discussion Starter · #9 ·

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From this video
I grab the following chart, which quantifies which valves receive most build-up in this test engine (blue line - valves 2, 4, 5, 7), and the result of installing an OCC (green line). Pretty good stuff. One take-away is "The side closest to the ventilation system receives the majority of the deposits."

90403


90404
 

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I understand completely. I'm simply showing you what the field service manual indicates is on the VR30. If you think they are wrong, then I don't know what to say.
What I may not understand is does your field manual show that this vr30 motor has 3 vents? This is where I said I was confused. From what I was told there is one CCV on the passenger side and a PVC on the driver side.

Does the field manual discuss the special circumstance required to see blowby from these crankcase vent? O.E.M high boost is pretty straight forward to achieve. I ran my car many times to create high boost situations in many different situation and different gears. Zero sign of any CCV blow-by from the passanger side.

My purpose of posting this wasn't to debate if the car had one or multiple crankcase only vents but to determine which ones recirculate junk back onto the intake valves and cause gunk buildup.

Sounded like you stated above the 3.0t has a CC vent on each side of the motor, not including the pvc, and they then route to their respective sides airbox boot/couplers and they are confirmed to resurculate oil blowby into the turbos. My 2019 3.0t non Redsport did not have a specific CCV hose attached to it's driver side airbox boot/coupler. That's where I was confused on what you were stating. This latest AddW1 CC doesn't appear to even attach to a driver side crankcase vent hose so a mute point to be discussing. Also, I looked again to just confirm the AMS PDF intake kit install guide, page 18, driver side silicon coupler/airbox boot which connects to the driver's side turbo. No PVC or CCV hose attached there. Turbo is sucking only clean outside fresh air.


I also called Mishimoto to check and verify this need or no need for the 3rd line or the need for a second OCC connected to the crankcase vents not pvc. Their customer service looked up their supporting documents and testing to verify and said from their data that they collected in making their catch can for the VR30 3.0t, they saw no other blow-by from any other sources. He said from their testing that they saw no need to design a more complicated and more expensive product. Makes sense, I don't want to spend more and gain nothing.
[/QUOTE]

The PCV diagram is from the 2016 field service manual for the VR30. It indicates 3 vents. Don't shoot the messenger, I'm only posting what is in the manual. I haven't gone out and poked around in the engine compartment. Things are so crammed in there, it would be hard to see where the vents are located.

The vast majority of CCV goes through the PCV valve so I can see why connecting an OCC to that PCV valve line is beneficial. I'm not concerned about the blow-by vent lines (be there 1 or 2) but perhaps I should be.
 

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Discussion Starter · #12 ·
From this video
I grab the following chart, which quantifies which valves receive most build-up in this test engine (blue line - valves 2, 4, 5, 7), and the result of installing an OCC (green line). Pretty good stuff. One take-away is "The side closest to the ventilation system receives the majority of the deposits."

View attachment 90403

View attachment 90404
I watch a lot of YouTube. Have seen these videos and he makes useful content. I've seen argument and evidence that a just a Coke can with a pcv hose held on with duct tape and then run back to the motor will capture some amount of oil. The difference between a $20 cheaply built/poor functioning catch can and a reputable brand-name made catch can is catching some oil verses catching upwards of 99% oil, water, gas and other caustic vapors that slide/slip by others.

If I already own/purchased a good main PVC catch can and there was another vent that didn't flow oil, instead of buying another $200-300 catch can I'd just go to Pep boys/AutoZone/O'Reillys and buy that pop on filter and then cap off that nipple on the passanger side airbox coupler.

Otherwise if this one CCV/PVC line on the passanger side is soaking down one of my turbos in oil, water and gas then Holly cow That's not acceptable.

When I get back home I'll run a check and pull my passanger side vent hose and stick a fresh white Q-tip down the hose and see if it comes out oily covered in gunk. I'll also re-look at my two stock airbox couplers sitting in a box and inspect them again for or anything suspicious.
 

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If I already own/purchased a good main PVC catch can and there was another vent that didn't flow oil, instead of buying another $200-300 catch can I'd just go to Pep boys/AutoZone/O'Reillys and buy that pop on filter and then cap off that nipple on the passanger side airbox coupler.

Otherwise if this one CCV/PVC line on the passanger side is soaking down one of my turbos in oil, water and gas then Holly cow That's not acceptable.
The PCV handles nearly all ventilation for the crankcase, resulting in significantly more junk going straight into the intake manifold. The VR30 also has two CCV connections that connect to the turbos; these connections allow fresh air to get to the crankcase under normal situations. Under high load situations, these two CCV connections can allow blow-by air to go to the turbos. (I wonder if this is contributing to any of the turbo failures we have seen, or if it has simply been the early models with poor seels ...)

An oil catch can (air-oil separator) on the PCV will provide significant improvement on reducing carbon buildup. Separate oil catch cans for the CCV connections would potentially help protect the turbos from blow-by, but this should be significantly less than the amount of blow-by that the PCV experiences.

The PCV is a closed system, but the CCV is an open system -- you could vent to atmosphere on the CCVs if you wanted (just make sure to properly cap off the turbo setup's end as necessary).
 
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Discussion Starter · #15 · (Edited)
The CCV on the driver's side connects directly to the compressor housing of the turbocharger unlike the passenger side which attaches to the intake tube.
Clearly stated and understandable. Makes more sense now as the driver side CCV hose is more dificult to see.

Question then, is it worth the added expense to attach a catch can or link to an existing can with either side CCV? As in the ADD W1 version 3.3, this kit just takes the approach of disconnecting the passanger side CCV hose inlet/outlet as seen in the install video. I don't see the practical need to attach a filtered line coming from the driver's side PVC line. Is there more to this that I'm not seeing?

Mishimoto, a reputable performance aftermarket manufacturer of many different high performance parts and accessories states that the one driver's side PCV is the only one that needs a catch can attached. They commented if there was indeed a need for more filtration then they would produce it.

Makes me question ADD W1's product motives. Is this in your opinion a valid concern?
 

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Discussion Starter · #16 ·
The PCV handles nearly all ventilation for the crankcase, resulting in significantly more junk going straight into the intake manifold. The VR30 also has two CCV connections that connect to the turbos; these connections allow fresh air to get to the crankcase under normal situations. Under high load situations, these two CCV connections can allow blow-by air to go to the turbos. (I wonder if this is contributing to any of the turbo failures we have seen, or if it has simply been the early models with poor seels ...)

An oil catch can (air-oil separator) on the PCV will provide significant improvement on reducing carbon buildup. Separate oil catch cans for the CCV connections would potentially help protect the turbos from blow-by, but this should be significantly less than the amount of blow-by that the PCV experiences.

The PCV is a closed system, but the CCV is an open system -- you could vent to atmosphere on the CCVs if you wanted (just make sure to properly cap off the turbo setup's end as necessary).
Another good clear and concise response. That was helpful to read. From another past car I had, I have 2 of the small, gauze material conical hose filters sitting in my cabinet. Once I do a check/inspect these hoses, depending on the outcome, may add them and cap off the inlets on the airbox coupler and driver side turbo.

Thanks for your insight.
 

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Makes me question ADD W1's product motives. Is this in your opinion a valid concern?
In my opinion it's their way of trying to sell more kits. Both banks should be treated equally so when I saw this new kit with the breather installed on the passenger side only and driver's side being untouched I laughed out loud. I'm not a big fan of capping off the CCV lines at the intake tubes and venting the crankcase to the atmosphere as I'm a firm believer that at higher air flow the stock system helps reduce the crankcase pressure especially when running more boost. I would however, if possible, install a catch can on each bank to catch some of the blow by and still retain the benefits of the OEM CCV system.
 

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Video showing their latest design for the Q50 and Q60

Thanks but still looking for a product link. I think it's helpful for all if a product link for the product being discussed is included in post # 1.
 

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Discussion Starter · #20 ·
In my opinion it's their way of trying to sell more kits. /QUOTE]

I'm all for a company to update their products to sell more if those products actually address a legit concern, add performance or address a true need. Something about the Add W1 as a company doesn't add up for me. One good way to help judge if a product is reputable is who else carries and or distributes their product? Example: Mishimoto's line of performance parts and accessories (A legit performance parts company) can be bought at and are distributed through JEGS and Summit Racing.
 
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