water feeds not essential (its mainly to reduces heat soaking/coking of the oil in the turbo after shutdown) and saves alot of plumbing hassle too. just common sense to always drive gently off-boost for the last few mins to let the turbo cool down after a long hard run before shutting off.
Recieved my oil feed kit today, it comes with a an4 bolt on flange, my turbo can't use this so I've had to get an an4 to 1/8 npt nipple
My question now is, the flange in the kit has a tiny hole, to restrict to much oil I guess, so will I have to make a restrictor in between the turbo and the new nipple I'm having to fit?
i prefer the head tapping further upstream (dunno if MA,s have one) i just checked the 5th journal of my cams (the last in the line of oil supply) and they,re fine, checkout my dizzy drive slot cutting )
the front port allows crankcase vapours to be sucked through the one-way PCV at the back into the inlet manifold during high vacuum. not suitable for oil drain.
the rear corner PCV breather port flows both ways:
during high vacuum, ambient air is sucked through the airbox PCV filter, through the cam cover, into the top of the cam area, down the timing chain passage, into the crankcase, back up the front pipe into the front port of the cam cover, past the PCV and into the inlet to burn the collected vapours.
during zero/+ve inlet pressure and +ve crankcase pressure from blowby (e.g.under high load), the excessive oily crankcase pressure flows out the open PCV breather port.
again dunno if the MA works the same as the CG but suggestions for where to plumb the oil drain are:
dipstick (mentioned not possible)
crankcase breather port at front of block with the cam cover front port blocked (so will lose some crankcase vacuum and vapour scavenging)
drill a port into the side of the cam cover/upper portion of engine head to drain into the top of the engine with the camshafts etc