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Welp,
The combination of a fully leaking fuel rail pressure regulator into the air intake. Or a leaking cold start injector. Or really faulty conditions that may induce back fire into the air intake. What if the valve timing or ignition timing is off causing pre-ignition (I may have that backwards).
On an engine without the flame trap sieve (screen) ...
No, I'll keep that PCV flame trap right where it is. I may relocate it if an early LH-Jetronic 240/740. But I'll always inspect that PCV flame trap that it breathes freely regularly.
That sieve, or screen, breaks up the flame body and may prevent what could be a really disastrous of a back fire into the air intake that travels into the sump (oil) chamber.
Consider the oil condition if dirty, full of moisture, or filled with unburnt accumulated gas. Marry that condition with a full flame back fire through the air intake port, and you may have more than a mess.
Yeah, I'll always keep that PCV flame trape sieve right where it is and always breathing freely.
Of course, it does beg the question why the turbos went without a PCV flame trap sieve, considering how fuel to air ratio rich the first turbo redblocks were tuned to perform. I'd imagine turbo+K-jet would be more likely to back fire into the sump with some unpleasant outcomes.
Any of you ever look at the PCV systems on other autos? They use different solution for a flame trap, yet they can all get clogged somehow. Certainly if using mineral engine oil and driving it for short runs almost daily.
I'm just spectulatin'.
cheers.
Onward MacDuff.
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Happy Friday Everybody! I love kitty-kats!
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