Originally Posted by iwashmycar

Sounds like the best way, would be a dual (and independent) catch can way.
We need some sweet combined, dual can made up haha

Originally Posted by dunphyj

make a double catch can, weld the two together at a single mounting point, 4 ports, left side goes to passenger side, right side goes to driver side, keep them separate so the blow through system would work right, and poof (i'm sooo patenting that idea before someone makes one hahahhaa )

Originally Posted by NAProf

Hi,
IMHO you don't need a catch can. You could do as well or better by running something like BG44K, Techron Fuel additive, or the BMW Fuel System Cleaner (part # 82 140413341) every third tank of gas. The reason is that the NA R56 engine (designated N12 engine) injects the gas into the intake manifold. The air gas mixture then is sucked into the cylinder. This allows all the cleaning additives in the fuel to clean the intake manifold and the backside of the intake valves.

The R56 S engine (designated N14) is a direct-injection engine. Here the fuel is injected into the cylinder and is mixed with the air in the cylinder. This means no fuel to clean the intake and the back side of the valves. Thus the PCV discharge can cause harmful buildup in this engine.

So for the $150 for a good catch can you can get a bunch of Techron (not so much BG44K, aka liquid gold) and won't have to worry about emptying a catch can.

Cheers,
Greg

Originally Posted by iwashmycar

Greg thanks for clearing that up. Personally I want to avoid oil buildup in the intercooler at all costs mainly, and am also not comfortable closing a line off. I put mine on the Drivers side line about a week ago. We'll see how much i get!... I do DD the car alot, and hit boost quite a bit too lol..

Sounds like the best way, would be a dual (and independent) catch can way.
We need some sweet combined, dual can made up haha

Originally Posted by NAProf

Hey Iwashmycar,
Now you are getting into a somewhat tricky area - how does the MINI PCV system really work? I have been looking into this for a couple of weeks and I think I have a pretty good idea, but am going to confirm it with a Ph.D. automotive engineer at work (who used to do design work for Ford on their engines).

The two lines are part of the same system, but they perform generally different functions. For a PVC system to work the way it is suppose to there needs to be a line which brings clean air in, and a line which discharges the blow-by gas, oil vapor, water vapor, etc. The "air in" line needs to be after the MAF on our cars otherwise the ECU would be incorrectly accounting for air in the intake. The primary purpose of the line on the driver's side (from the side of the valve cover to the turbo inlet) is to SUPPLY fresh air to the crank case. The air is then circulated through the crank case, picks up moisture, blow-by gas, etc, and DISCHARGES out the line on the passanger side of the crank case that leads to the intake manifold.

This route work most of the time because at idle the intake manifold is at about 10 psi of vacuum and the turbo inlet side is at a higher pressure (or less vacuum if you will). As you increase rpm the pressure in the intake manifold rises. At some point with increasing rpm the pressure approaches atmospheric (if you have a Scangage II you will see a MAP pressure of around 14 psi absolute). There is a "PCV type" valve in the cylinder head cover on the passanger side line (the discharge line) which closes to keep the higher pressure air (and any potential backfire) from coming into the crankcase. When this happens, the line on the driver's side, which has been acting as an air supply line, now becomes the discharge line. It can do this because the pressure in front of the turbo decreases with increasing flow rate into the turbo as the rpm go up.

So, to answer your question, the only time the line going to the turbo discharges is when the manifold pressure is around or above atmospheric, which means as your boost goes up. If you have a boost gage you will see that this only happens at very high rpm and wheel loading. So if you are racing, the driver's side line sees more duty as the discharge side. For normal driving it doesn't do it very often or for very long.

There have been several folks posting on different threads here who installed their cans the way m7 tells them to (in the driver's side line) and find it doesn't catch much. As I said in an earlier post my can (in the passanger's side line) caught almost 10 oz of fluid in 500 miles.

Now BSH has a proposed system where they plug the line going from the passanger's side to the manifold and put the catch can on the driver's side line. This effectively make the PCV system a one line system and will catch ALL of the fluid ALL of the time. Sounds good, but I am uncomfortable with that idea for one reason. They are defeating the normal operation of the PCV system. Everything I've read on PCV systems say that you need to have an "air in" source to scour the crank case of vapors and that choked or clogged air inlet lines can lead to trouble.
From what I can tell the BSH guys work very hard at getting a good prouduct out and they seem to be very responsive to customer needs. I hope they will also look into this and check on the effects of running a one line PCV system for extended periods.

Sorry for the long response, but getting paid to profess for as long as I have makes me do it even when I don't have to.
Cheers,
Greg

Originally Posted by BSH Speedshop

We have been using this exact system for going on three years. It is something we originally brought to market in the VW community which has an identical PCV system in both operation and layout as the R56 cooper. This design has proven so affective it has become the single most copied part we make. Even 42DD styled a system for the motor that is identical to ours in terms of layout.

Originally Posted by zooki

Well, hell, I just got my catch can & dual port tap from BSH, and it's the old style. I really don't like the drain hole being a straight pitch thread. I'd rather have a pipe thread where I couls screww in an AN fitting.

Originally Posted by newbs49

BSH

Will all the cans have the new drain plug setup in them from now on?

Thanks

Originally Posted by ENGINE 58

question ? do you need the dual port tap to run the catch can? im not going to be putting a boost gauge on anytime soon. i would like all the oil and crap out of my intercooler.

Originally Posted by sunman

sorry for the noob comment, but would someone only install a occ when you track the car, or is this something that a daily driver engine can benefit from also? thanks...

Originally Posted by 09MellowJCW

These cars are known for carbon buildup on the valves, and oil build up in the intercooler. I know, the sales person didn't tell me either...

To answer your question though, a street car will benefit from an OCC.

Originally Posted by ENGINE 58

I'm a high mileage comuter . Id like to keep it all clean.

Originally Posted by mellanor

I think I finally have it all figured out (after reading through this thread, and especially NAProf's insightful posting).

It would seem that there is no downside to installing the dual boost port and blocking off the PCV outlet from the crankcase - but it DOES make me wonder why it's there in the first place if you can delete it with no consequences. I wasn't doubting BSH's engineering, just my ability to understand.

If all I want the dual boost gauge to do (at this time) is block off the PCV outlet, then I need to order an additional plug? Is this true?

Now, the question that I haven't quite figured out yet. How do you actually drain the OCC guys? The fitment seems pretty tight, and I'm sure that most of you don't just open the drain plug and let it drain through the engine compartment to the floor. So how are you draining it?

Cheers,
Raymond