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<DIV>In a message dated 12/9/2017 8:30:58 P.M. Eastern Standard Time,
phil.hof@ostronic.org writes:</DIV>
<BLOCKQUOTE
style="BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN-LEFT: 5px"><FONT
style="BACKGROUND-COLOR: transparent" color=#000000 size=2 face=Arial>Lastly,
I’ve said this before, but the late model breather/PVC is different than the
early style, and I hear that faults can cause vacuum leaks that might cause at
least some of your symptoms. If anyone has a good diagram and discussion
of how the late PVC system works, we could set this right and eliminate
another variable.</FONT></BLOCKQUOTE>
<DIV> </DIV>
<DIV>This is the 1 thing that Ray really doesn't like about the 2 cap PCV system
VW used. It has a bad tendency to open when it wants, and causes a miss. What
most of the type 4 guys do, is to strip out the guts of the valve, and add a
slug with a drilled hole in it (can't remember what size right off hand) in the
vac hose to the plenum. What this does is allow you to tune around the "constant
vacuum leak" of the small hole. I only mention this, as all of the type 4
engines (bus, T-4, 914) use that same valve set up, and have issues with it. I
haven't really studied how the VW designed PCV system really works, but then
I've only got 1 t-4 engine here, and it's on carbs. The rest of the type 3
engines are all 1 cap breather models, so no real PCV set up.</DIV>
<DIV> </DIV>
<DIV>I hope this helps.
<DIV> </DIV>
<DIV><FONT lang=0 size=2 face=Arial FAMILY="SANSSERIF" PTSIZE="10">Bob 65 Notch
w/Factory Sunroof converted to IRS</FONT></DIV></DIV></FONT></BODY></HTML>