Oil Breathers...

[F12NCO]

Mine are always checked and replaced with new when the engine is out .

Also, I have a dog, so I don't bark .
_______________

I have a cat, so stop being a pussy!

i have two dogs one big one small

i have two cats

i have a snake so both of you be quiet please

Shut it laughing boy!

[georgie1]

Shut it laughing boy!

i have got two dogs and two cats plus a snake 14 foot

[cosmo]

Stolen off GGR website

They dont breathe from the cam cover


Escort & Sapphire 4x4 3 Port Oil Breather System
For 2wd systems connect the separator drain into the sump drain




Escort & Sapphire 4x4 2 Port Oil Breather System
For 2wd systems connect the separator drain into the sump drain




Engine Breather Systems

Inside a running engine, a small internal pressure is produced within the crankcase. This pressure is generally caused by a small leakage of combustion gasses past the piston rings, and this is known as blow-by. If this pressure is not released, the subsequent build up can cause gaskets & seals to fail, creating engine oil leaks. Excessive crankcase pressure can also cause oil to be forced past turbocharger seals. The oil inside a running engine forms a densely foggy atmosphere, and any air pressure that is vented away from the crankcase will also carry a quantity of oil with it. If this oil is not returned, the engine will eventually run short of lubrication. Additional oil can be forced out of the engine due to oil surge. The forces created under hard acceleration, braking, and cornering, move the oil around the inside of the engine. A significant quantity of oil can then be forced out of the engine via the crankcase breathers.
The Sierra and Escort Cosworth range of cars have essentially the same breather system in standard form. Venting from the side of the cylinder block, below the inlet manifold, into a small condenser unit. The air is then routed through a couple of small valves, finally venting into the air filter, allowing the fumes to be digested by the engine, burned, and expelled out of the exhaust system.



What are the drawbacks of the standard system?

The standard system can cope with the requirements of a standard road car when driven at moderate speeds. If the turbocharger boost level is increased, so is the level of blow-by, and the sizes of the standard pipework naturally restrict the flow levels. If the pipework is unable to sufficiently vent the crankcase, the problems outlined above may occur. If improvements are made to the suspension or braking systems on the car, there is a greater risk of oil surge occurring and overloading the standard system. As the standard system vents back to the air filter, any oil expelled may be drawn back into the engine & burned. Burning oil inside a high performance engine is not recommended, and can often lead to detonation. The detonation can lead to deterioration of the piston rings which in turn will increase blow-by. The increase in blow-by will in turn make the engine expel more oil into the air filter; a vicious circle! Also, as wear occurs inside the engine due to use, piston ring blow by will increase further, again putting additional strain on the breather system.



Why is the GGR breather system significantly better?

Our Breather System design is based on the system that we used in our Group A Touring Cars. The combination of 540 + BHP engines, racing suspension & brakes, and slick racing tyres, gave serious levels of blow-by and oil surge. The first item to be fitted is the oil/air separator, this removes the oil particles from the expelled air & allows them to be drained back into the engine sump. The fumes from the separator can the be vented to the air filter box as standard, or into a race type catch tank, which will hold any other debris or carry-over from the separator. The catch tank can then be vented into the air filter, or piped away to vent at the back of the car.



Why do GGR produce two different separators?

Our small separator is designed with just a single inlet for engines that breathe from only one side of the cylinder block. For higher performance and circuit use applications, it is advisable to breathe from both sides of the engine. If the oil surges and momentarily covers one of the breather exits, the second pipe is still able to release the excess pressure.



Why do GGR breathe from the crankcase, & not the cam cover?

As explained above, most of the pressure is created in the cylinder block by piston ring blow-by. If the engine is vented from the top, the rush of crankcase pressure to the top of the engine will prevent the oil fed to the cylinder head from draining back into the sump. Admittedly, the oil vapour is more dense in the bottom of the engine, this is why we have the oil / air separators.



Why do the GGR catch tanks have so many holes?

We have equipped our catch tank designs with facilities for a clear, level sight tube, and a drain tap. When the quantity of condensation etc. in the tank has reached the desired level, (which should be checked periodically), the tank is able to be drained without removal from the vehicle.


Why are two different types of catch tank offered?

When we originally designed the road car breather systems, it was to suit the two & four wheel drive Sierra Cosworth. On these cars we had sufficient space between the battery & inner wing to mount the catch tank. The Escort Cosworth however does not have sufficient room in this area, so we designed the new catch tank as a mirror image of the cooling system header tank.



Why is it so important that the oil drain back into the sump is below the engine oil level?

If we tried to drain back into the engine above the oil level, the crankcase pressure would effectively blow the oil back into the separator. By draining back below the oil level, there is no upward pressure.


On the three port separator oil breather system, exactly where do the separator pipes connect to the engine?

The three port separator allows ventilation from both sides of the crankcase. The inlet side of the engine breathes from the original position, below the inlet manifold (with an aluminium adaptor in place of the flame trap). On the exhaust side of the engine, at the rear of the cylinder block, there is a hexagonal headed bung. This blanks off a threaded passage through into the crankcase, (on most 4X4 engines, the knock sensor wiring is secured to the top of this). Remove this bung, and fit in its place the threaded adaptor supplied with our kit.

[georgie1]

Stolen off GGR website

They dont breathe from the cam cover


Escort & Sapphire 4x4 3 Port Oil Breather System
For 2wd systems connect the separator drain into the sump drain




Escort & Sapphire 4x4 2 Port Oil Breather System
For 2wd systems connect the separator drain into the sump drain




Engine Breather Systems

Inside a running engine, a small internal pressure is produced within the crankcase. This pressure is generally caused by a small leakage of combustion gasses past the piston rings, and this is known as blow-by. If this pressure is not released, the subsequent build up can cause gaskets & seals to fail, creating engine oil leaks. Excessive crankcase pressure can also cause oil to be forced past turbocharger seals. The oil inside a running engine forms a densely foggy atmosphere, and any air pressure that is vented away from the crankcase will also carry a quantity of oil with it. If this oil is not returned, the engine will eventually run short of lubrication. Additional oil can be forced out of the engine due to oil surge. The forces created under hard acceleration, braking, and cornering, move the oil around the inside of the engine. A significant quantity of oil can then be forced out of the engine via the crankcase breathers.
The Sierra and Escort Cosworth range of cars have essentially the same breather system in standard form. Venting from the side of the cylinder block, below the inlet manifold, into a small condenser unit. The air is then routed through a couple of small valves, finally venting into the air filter, allowing the fumes to be digested by the engine, burned, and expelled out of the exhaust system.



What are the drawbacks of the standard system?

The standard system can cope with the requirements of a standard road car when driven at moderate speeds. If the turbocharger boost level is increased, so is the level of blow-by, and the sizes of the standard pipework naturally restrict the flow levels. If the pipework is unable to sufficiently vent the crankcase, the problems outlined above may occur. If improvements are made to the suspension or braking systems on the car, there is a greater risk of oil surge occurring and overloading the standard system. As the standard system vents back to the air filter, any oil expelled may be drawn back into the engine & burned. Burning oil inside a high performance engine is not recommended, and can often lead to detonation. The detonation can lead to deterioration of the piston rings which in turn will increase blow-by. The increase in blow-by will in turn make the engine expel more oil into the air filter; a vicious circle! Also, as wear occurs inside the engine due to use, piston ring blow by will increase further, again putting additional strain on the breather system.



Why is the GGR breather system significantly better?

Our Breather System design is based on the system that we used in our Group A Touring Cars. The combination of 540 + BHP engines, racing suspension & brakes, and slick racing tyres, gave serious levels of blow-by and oil surge. The first item to be fitted is the oil/air separator, this removes the oil particles from the expelled air & allows them to be drained back into the engine sump. The fumes from the separator can the be vented to the air filter box as standard, or into a race type catch tank, which will hold any other debris or carry-over from the separator. The catch tank can then be vented into the air filter, or piped away to vent at the back of the car.



Why do GGR produce two different separators?

Our small separator is designed with just a single inlet for engines that breathe from only one side of the cylinder block. For higher performance and circuit use applications, it is advisable to breathe from both sides of the engine. If the oil surges and momentarily covers one of the breather exits, the second pipe is still able to release the excess pressure.



Why do GGR breathe from the crankcase, & not the cam cover?

As explained above, most of the pressure is created in the cylinder block by piston ring blow-by. If the engine is vented from the top, the rush of crankcase pressure to the top of the engine will prevent the oil fed to the cylinder head from draining back into the sump. Admittedly, the oil vapour is more dense in the bottom of the engine, this is why we have the oil / air separators.



Why do the GGR catch tanks have so many holes?

We have equipped our catch tank designs with facilities for a clear, level sight tube, and a drain tap. When the quantity of condensation etc. in the tank has reached the desired level, (which should be checked periodically), the tank is able to be drained without removal from the vehicle.


Why are two different types of catch tank offered?

When we originally designed the road car breather systems, it was to suit the two & four wheel drive Sierra Cosworth. On these cars we had sufficient space between the battery & inner wing to mount the catch tank. The Escort Cosworth however does not have sufficient room in this area, so we designed the new catch tank as a mirror image of the cooling system header tank.



Why is it so important that the oil drain back into the sump is below the engine oil level?

If we tried to drain back into the engine above the oil level, the crankcase pressure would effectively blow the oil back into the separator. By draining back below the oil level, there is no upward pressure.


On the three port separator oil breather system, exactly where do the separator pipes connect to the engine?

The three port separator allows ventilation from both sides of the crankcase. The inlet side of the engine breathes from the original position, below the inlet manifold (with an aluminium adaptor in place of the flame trap). On the exhaust side of the engine, at the rear of the cylinder block, there is a hexagonal headed bung. This blanks off a threaded passage through into the crankcase, (on most 4X4 engines, the knock sensor wiring is secured to the top of this). Remove this bung, and fit in its place the threaded adaptor supplied with our kit.

great info fella

[Rippers]

So do you atcually need an uprated breather for stage 3?

[Mike Rainbird]

So do you atcually need an uprated breather for stage 3?

Depends how the car is used. If on track 100% yes. If just a road car, I'd only bother fitting one if you had breathing issues (as in oil in the airbox).

[georgie1]

mike why do people fit a oil breather and a mirror image tank what do they do

[Mike Rainbird]

mike why do people fit a oil breather and a mirror image tank what do they do

They catch the oil instead of returning it to the sump. These are usually fitted when people can't be bothered to do it properly (AKA draining to the sump).

[rsnissan]

Worse still is draining the oil back down the breather outlets on the block!

[maxest]

Depends how the car is used. If on track 100% yes. If just a road car, I'd only bother fitting one if you had breathing issues (as in oil in the airbox).

Thanks for that Mike i'll monitor it then, as i've not found any oil in the airbox

[MATCOS]

Max I will keep an eye on how yours does as I have taken my aftermarket breather off and was going back to standard breather-yours will be on the road decades before mine

[dom123]

one day mike you pull your dipstick out and the tube will lift with it... then the design issue of the wrc breather will upset you when you have to strip half the engine or even take it out for a job which is normally half hour, or a leak from the oil feed pipe.. isnt the starter motor a bitch as well??

there not my cup of tea... i hate working under my inlet manifold there horible areas to get to

[SCS j1mbo]

ive used a normal bailey 2 way breather and had a bigger port for the drain to sump welded in... i personly think the wrc breathers are by far the worst mod to a cossie, the design is as good as a choc tea pot... with a £400 price tag... sorry lads i dont mean to offened anyone with one, but i think everyone will admit there a pain in the arse!!

surely you are joking !

when you have a 2.0 l yb, over 600hp engine revving over 9k and there is not a wisper of breathing, you know your breather is working

[SCS j1mbo]

one day mike you pull your dipstick out and the tube will lift with it... then the design issue of the wrc breather will upset you when you have to strip half the engine or even take it out for a job which is normally half hour, or a leak from the oil feed pipe.. isnt the starter motor a bitch as well??

there not my cup of tea... i hate working under my inlet manifold there horible areas to get to

tubes are shaped to fit and should be sealed in im sure they can be changed with the breather in tact !

and oil feed pipe is also no problem with the kit we do which re locates the feed pipe and take offs

[dom123]

jimbo i'm not talking about the job they do i'm sure the wrcs are spot on, its just the fitment i personly dont like, i think they could bolted lower down to the side of the engine where the sump bolts go through or something.. and would be as easy as a cheap 3 way bailey to fit or remove etc and still not be seen...


just my imo guys