System, the PCV system and most of the vacuum system.

Side note:

Before we get to that job here's an update on the brake system. We changed the rear master cylinder to a bigger size one (less pressure being applied) because we had to much rear bias even with the bias bar set at its full front setting. I'm glad to report after two days of intense lapping at Mont Tremblant on Thursday and Friday the brake system is phenomenal. The brake pedal does not budge one bit it remains constant with unbelievable braking.

Back to this mod…

Some of the secondary air pump and EVAP system components, some of its plumbing, the charcoal filter located in the spare tire well and the pump itself were removed in April and lines capped. So now we removed the rest of the system...

The lines that run from the engine to the rear of the car, the vacuum hoses and all the valves that control these systems were also removes including the vacuum line to the OEM master cylinder which was removed when the Tilton pedals were installed. There was a maze of vacuum lines in the car especially in the engine compartment. The hard plumbing was also removed. Out of four hard lines that run under the car from the front to the rear (except for the brake lines to the rear which are now inside the car), only one remains, the main fuel line which in due time will also be removed.

The PCV valve, the valve that controls the secondary pump and a N75 type looking valve was removed. The N249 valve that controls the diverter valve was also eliminated and thus the diverter is functioning directly off the intake manifold off its own port. Some home made solutions were used to complete the install. We also used Integrated Engineering's "Block Off Plate" in the removal of the secondary air pump valve. We also installed a beautifully made Symo-Sport Catch Can to not pollute the atmosphere. :-)


Here we see the PCV valve and its hard plumbing located to the left. The fumes go back to the inlet pipe via the steel black tubing to be re-burnt. The problem is these fumes contaminate the I/C and the intake tracks. Note that both the top end and bottom end of the engine is vented. Also the valve that controls the secondary pump is located right below the PCV valve (barely scene here).




The PCV valve is removed and the steel black pipe that connects to my custom made inlet pipe as been disconnected. You can see the secondary air pump valve better too.




Finally a good view to the secondary air pump valve.




This is what it looks like after the valve is removed.




Better view of the valve's mating part to the head.




Integrated Engineering's "Block Off Plate" in replacement to the OEM part.




Block Off Plate installed.




Now here's what this side of the engine looks like after all the removals... Clean not cluttered.




Since we removed the PCV valve and its related system we needed to replace the venting system with an alternative means to collect the oil and fumes being vented from the engine. So I bought this beautiful well designed 1 litre capacity Catch Can from Symo-Sport. The other advantage to this system is that the fumes/oil with not go back into the car's I/C or intake track because it will be captured in an overboard container.




Here's the way we installed it. First both the bottom and the top ends of the engine are vented. We adapted OEM hoses that we had removed, cut some of the steel tubing that was not required anymore and adapted it to our needs. On the left side of the picture you can see the top vent going strait out the rear of the motor. You'll notice to its right a 90 degree steel tube going down to the bottom output. Both of these connect together to a "Y" hose to exit in another cut steel tubing that leads to a ¾ inch heater type hose that runs along the firewall behind and around the expansion tank to the Catch Can.




Close up of the Catch Can in its permanent location. It was temporally secured in place by some Tyraps.




This bracket along with the two valves, one of them the N249 valve, the other IIRC was one that controlled the secondary air pump valve. They were secured to the underneath of the intake manifold. The N249 valve is normally hooked up to the intake manifold and to the diverter valve and its purpose is to control the diverter valve. However we decided to eliminate it and connect the DV directly to the intake manifold.




In this picture you can see 3 of the 5 vacuum ports that are part of the intake manifold. On the left hand side of the rag there are two, one pointing 90 degrees towards the back and the other at about 45 degrees down. The other is at the back side of the intake manifold (far right of the manifold in this picture). There is also another some where below the manifold and one in the front.




The vacuum port at the back of the manifold was used to control the DV. The other two big outlets were caped with rubber plugs.




Some of the plumbing, hoses and other components that were removed during the operation.




This part (vacuum reservoir?) along with its lines was removed from the inner left front fender and ran all he way to the back to a filtered component in the left rear fender.




Close up of the vacuum tank.