Does anybody have installed the BSH dual port?

Since I had an oil catcher, I dis install the device today and used the
supplied blocker to divert the motor condensate to the the oil catcher line.

Now, at idle, I'm experiencing a billow of smoke, that on acceleration and
running, disappears.

Anybody can explain why?

Should I go back without the dual port with the blockage?

Thanks

Miniamos

 

u try not using the block off bolt to see if for some reason the BSH tap was to blame?

 

I will try in a while and let you know

 

I did take it off and the smoke is gone.

 

Hmm, any ideas what would cause this?

Been considering the BSH Dual Tap and OCC myself, this concerns me a little ...

 

You should run this by the guys at BSH. I just installed mine and havent noticed a difference, but I haven't been looking either.

 

Second this. I have been considering this as well and this has got me in a holding pattern.

 

didi you have the block off installed to divert the flow to your oil catch can?

 

I have an BSH OCC and duel port tap and have no problems with either.
Installation was straightforward, I didn't have instructions until after I finished the installation, then I downloaded them from BSH and checked my work, backwords I know, but then when do real men ever read instructions
You need the plug in the dual port, otherwise you are practically circumventing the OCC.
I installed a boost guage in the dual tap and it works nicely.
I also just returned from a 4,000 mile trip out east, and when I returned, emptyed about 3oz's or so of gunk from the OCC.
I can't imagine where your smoke is coming from, did you put a light coating of oil on the o-rings when you installed the adapters? Are all the connections tight. Check everything again and call BSH if you still have problems. Good luck.

 

I did put some silicon grase on the O rings, but not for sure to cause the smoke coming out at idle.

I checked all and connections and they are tight, may be the only solution is to have 2 OCC.

 

I was looking at their catch can. Hoping for that price it is a proper vapor separator. Nice clean OEM look, but over twice the cost of the ProSport. Now what is the dual port thing of which you speak. I found it, but it has no description. Is this a tap for a boost gauge? HINT BSH. Add some words to your listings!

 

The dual boost port eliminates the need of having two catch cans. I know it seems rather spendy, but IMHO BSH makes a very good product. It was the first mod I purchased before I even had my MINI. I had 50 miles on my MINI when I installed it.
There is a post, BSH catch can and dual boost port install, that explains things alot better than I can. Look it up in search, it should help you out, again,good luck.

 

Hmmm. Can't imagine why two are needed. I see only two lines in the valve cover. One to allow air from the air cleaner INTO the crankcase, and the one on the drivers side to allow it out. Standard setup. I will search.

 

The flow can go both ways. It has to do with the boost being above or below the pressure after the air filter. Unless you plug one with the duel port plug.

 

Looked at it. No explanation. I may be thinking of older simpler non turbo cars with an input and an output. I can't imagine any technical or cost reason to have two vents. Any insights would be most informative.

 

I think the reasons were mainly for emissions.

 

Yes, by definition PCV is for emissions. That does not answer why it seems to be believed the passenger side hose is an output and needs to have a vapor separator on it. It would see less relative vacuum to ambient than the drivers side due to the drop across the air filter. This is why I was thinking it was an intake.

 

This hose, 11157565449, passenger side, seems to actually be at manifold, which would vary between slightly below ambient, and way above. It must be an intake to the crankcase. Don't know what all that "stuff" is below the manifold tubes. (looking at Real Oem site)

 

The boost tap fitting is used for mulitple reasons in this location. It can reference boost, allow a nice port for "cleanly" ingesting a cleaner such as SeaFoam and also to block the blow-by/vapors/oil from entering the intake tract causing the coking issue on the intake valve. Atleast that is how I understand it.

 

The vapor separator, ( more than a catch can) is what helps the coke problem. You can't "block" the vapors. First, they will find a way out, and second, emissions. You need to burn the vapors. THat is not the question at hand.

 

Looking at the BSH tap it is shown on the passenger side, confirming it is full manifold pressure. I would NEVER run that into the drivers side hose. It would bypass some boost and who knows what it would blow out of the catch can.

So, we still do not know what the dual port fitting is for.

 

This was my concern. I contacted BSH and they couldn't give me a real explanation that I understood. Can anybody describe how the boost tap works in conjunction with OCC/vapor separator? I don't have it in hand but from what I see...the plug blocks entrance of vapors/fluid into the intake manifold and diverts to and through the OCC via the intake tract? I thought I read/or heard that there is a valve regulating full manifold pressure under boost?

 

That is how it works. It eliminates the need for 2 catch cans and provides a port to plug in a boost gauge.

 

In normal operation (let's ignore boost for the moment), the vacuum from your intake manifold will suck fumes from the crankcase to be burned in the cylinders, while clean air comes it from the intake air filter to make the process of clearing crankcase fumes more efficient.

When you block the path from the crankcase to the intake manifold, your engine may run rich because it isn't getting that extra air from the crankcase (which it's expecting). This could lead to fouled plugs and a sooty exhaust pipe. What you're also doing is allowing blow-by to increase crankcase pressure. Instead of pulling fresh air in from the CAI, that hose on the driver's side now pushes crankcase fumes out (as it also does normally under boost conditions). Putting a vapor separator in this path then catches the crud that used to be sent to the intake manifold to be burned. But that higher crankcase pressure could lead to oil loss (not sure if it's enough of an increase to worry about, but it does change from negative pressure to positive pressure, which could lead to oil seeping out your gaskets). Also, you're no longer getting any fresh air coming in, so the whole evacuation of crankcase fumes process is less efficient.

It's a trade-off, and maybe one that's worth making to avoid carbon fouling of the intake valves. But were it my car, I'd skip the boost tap and put a vapor separator on the PCV hose from the crankcase to the intake manifold… and maybe also on the CAI-to-crankcase hose to cover boost conditions, but that'd be less of a priority with how infrequent that condition occurs relative to the total operation time of the engine.

 

Interesting points. I know that my M3 (not force inducted) has a single breather off of the the valve cover where I do not believe that the vapors are scavenged. If there is significant enough pressure, I believe it should easily find a way to evacuate and I do not believe that it's going to be in the form of seeping gaskets. That would be an awful lot of pressure not being evacuated and I just don't see it. Will it be that much harder to evacuate the case vapors through the intake tract (forced not scavenged)? I am not totally sure. The M3 runs straight to a separator/can and then is routed to the intake. Of course, I have it capped off with a breather filter to the outside.

In this case, the design appears "somewhat" similiar though, there appears to be 2 egress ports available. The intake my help evacuate but who is to say that is really neccessary? Don't get me wrong....I am not an engineer so I can't say for sure but I am going to guess that it's a bump in efficiency but not a neccessity? It was also mentioned in another thread that maybe one of these hoses/breathers was to pass an "underhood sniff test?" I am unsure how the boost actuation valve works and where it is located and a laymens explanation of where it is and how it works would be great! I have minimal experience with forced induction so any help in regards to how this works in relation to this system would be appreciated. All things said...It appears as if the design is sound but my ears are open. I don't want to get into debates on separators and cans and all that good stuff, though relevant, but try to keep it focused on how this PCV systems works....what's real and what's neccessary. I plan on installing my BSH OCC and boost tap this weekend so the timing here is pretty good or bad depending on how one looks at it.