VTT New Product Release Overview!
- Thread starter Chris@VargasTurboTech
- Start date
If you're talking about this style fitting, pretty much everyone that makes push lock sae fittings offers them.
fuel-it is the only place I can find that has aluminum push lock push to connect sae hose ends. You can get nylon ones from Parker for way cheap, or get the push to connect fittings with an AN side and then connect those to a push lock -AN fitting. Lots of choices out there, and they're all cheaper than the fuel-it option.
I would like to try to clear up the lowside setup & a high side setup so i can understand it.from googling i have found from a reputable N54 tuner that for the lowside to work properly you would run pcv delete to a OCC,then from there connect to tee fitting,thats it.your setup in picture you have a check valve before the tee connection.
Also for the highside it was recommended for the flapper to be kept in then going to a OCC then back to inlet or VTA/Filter.VTTO diagram shows the flapper removed for highside then VTA.Is there a difference in either to work properly?which is the way to go?
Note:
with what ever the setup for the above mentioned,i wil be also running the BMW Crankcase Breather.
Can you clear up the above so i can start my setup,thanks.
Also for the highside it was recommended for the flapper to be kept in then going to a OCC then back to inlet or VTA/Filter.VTTO diagram shows the flapper removed for highside then VTA.Is there a difference in either to work properly?which is the way to go?
Note:
with what ever the setup for the above mentioned,i wil be also running the BMW Crankcase Breather.
Can you clear up the above so i can start my setup,thanks.
If you pull vacuum on the crankcase from ANY source, you have to run a metering valve. If you pull vacuum from ANY source on the low side and VTA on the high side, you must use a check valve on both sides. If you VTA both sides, you shouldn't need to worry about check valves or metering valves.
If you're talking about this style fitting, pretty much everyone that makes push lock sae fittings offers them.
No these are the Russell screw on fittings and they are a pain in the ass to install on the hard line. The only thing I could find that shows the cam locks is this you tube link
Those are pretty nifty. I've not seen another sae fitting like that. Proprietary maybe?
I suspect my PCV configuration if very common in the marketplace, so asking here as it should benefit others. I'm running the BMS OCC setup (believe that's high side?), and currently have an RB PCV valve. I'd like to externalize the low side and run it through a catch can. From what I have read, that is where much of the intake gunk originates. I believe the BMS OCC has retained the flapper ... anyway looking for suggestions.
Filippo
Filippo
Nice thanks ... I saw that once upon a time but couldn't find it ... will read.
Filippo
For those that were concerned with crankcase vacuum. I installed my kit over the weekend. Dual catch can, external pcv, plugged head ports. Got -6.4mbar. Should be noted that I have my idle rpm raised to 100 rpms over stock. This is with a/c on. Fully warmed up. With 130k miles. Oh and e60 if that matters at all.
Anyway you want it my friend. I measured in millibar because factory spec is in millibar. Factory spec is 14mbar.
Awesome. I still need to get a high-side, flapper-retained catch can and I have the RB external instead of VTT setup but I'm sure they're close enough to not have major differences so it's good to see vacuum remains pretty proper. Hopefully someone checks it with the oil cap breather soon because dual cc + filter cap is what I'm hoping to ultimately end up with.
I know it's off-topic, but that @PRECISION RACEWORKS coil set up looks so damn nice when installed. I was already sold on it when they announced it, but now that they have the quick connections and offer coils a LA carte I really can't see any downside. I almost wish I had an excuse to NEED them right away lol.
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