Cosworth Bailey Breather Fitment - For idiots
18-12-2011, 09:34 PM
#1
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Cosworth Bailey Breather Fitment - For idiots
Evening all,
Right - new to the Cosworth scene - from a technical aspect anyway so bare with me
I had a Pro Alloy breather which I have now replaced with a Bailey item for just asthetical purposes.
I have since bought a Spec R catch tank which sits on the drivers inner wing.
So question is, what will be the best way to connect all of this? Obviously I want to get this right and prepared to embarress myself by doing so rather that get it wrong!
I should also mention that I have a tap/take off from the rocker cover too.
So, 'fitment for dummy's' if you like lol
In summary:
Bailey Breather:
Top pipe 1 to?: ROCKER COVER TAP?
Top pipe 2 to?: COSWORTH OEM RED BREATHER LOCATED N/S OF THE BLOCK?
Angled bottom pipe to?: RETURN TO SUMP?
Bottom pipe to: ATMOSPHERE (CATCH TANK??)
Spec-R catch tank to?:
The car that the catch tank came off didnt have a breather and been advised since from a reliable source that its best to have one.....?
All advise appriciated
Huw
Right - new to the Cosworth scene - from a technical aspect anyway so bare with me
I had a Pro Alloy breather which I have now replaced with a Bailey item for just asthetical purposes.
I have since bought a Spec R catch tank which sits on the drivers inner wing.
So question is, what will be the best way to connect all of this? Obviously I want to get this right and prepared to embarress myself by doing so rather that get it wrong!
I should also mention that I have a tap/take off from the rocker cover too.
So, 'fitment for dummy's' if you like lol
In summary:
Bailey Breather:
Top pipe 1 to?: ROCKER COVER TAP?
Top pipe 2 to?: COSWORTH OEM RED BREATHER LOCATED N/S OF THE BLOCK?
Angled bottom pipe to?: RETURN TO SUMP?
Bottom pipe to: ATMOSPHERE (CATCH TANK??)
Spec-R catch tank to?:
The car that the catch tank came off didnt have a breather and been advised since from a reliable source that its best to have one.....?
All advise appriciated
Huw
18-12-2011, 09:41 PM
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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
[/QUOTE]
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
[/QUOTE]
18-12-2011, 10:00 PM
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Mate - thats a great help.
My catch tank only has one take off which on your diagram is on the top left requiring a finisher. I take it this would then go to the 'angled pipe' on the breather, assuming again that the current pipe to atmosphere goes to the standard red breather instead???!!!
Huw
18-12-2011, 10:13 PM
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its a vent Huw, heres some more info mate 
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.
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.
18-12-2011, 10:31 PM
#5
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Cheers bud - but none the wiser. I now get the techincal side a little more, but in terms of application, none the wiser.
Im starting to think that if the 3 port breather has the return to sump to reduce the oil consuption through the engine, the catch tank is not required???
Im starting to think that if the 3 port breather has the return to sump to reduce the oil consuption through the engine, the catch tank is not required???
18-12-2011, 11:07 PM
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You don't need a catch tank IMO hue when you have a separator, why catch it when your breather can return it?
Cheers bud - but none the wiser. I now get the techincal side a little more, but in terms of application, none the wiser.
Im starting to think that if the 3 port breather has the return to sump to reduce the oil consuption through the engine, the catch tank is not required???
Im starting to think that if the 3 port breather has the return to sump to reduce the oil consuption through the engine, the catch tank is not required???
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