Thought I would share the crankcase ventilation setup I added a while back to my FD. I initially installed the IRP baffled filler neck and a universal ventilated catch can from Summit. During testing I was getting more oil in the catch can than I wanted. I researched a bit and found some other forum members tapping into the unused rear turbo oil drain port to allow the crankcase to be vented from both sides of the block. My setup is a little different than other installs and I used a hard line for the leader off the oil return port. I didn't want to use a flexible hose so close to the turbo and manifold. I just got the car back on the road so I have not had a chance to verify the performance. I will post updates if I have any issues or modify anything.

 

Very clean install, it looks great.

 

Looks good... I recently did similar, but need to track it to see how it works. I got a custom filler neck with a -12 on the front, and two -10s on the engine side. The -12 goes to the can. One -10 is a PCV valve to the UIM, and the other is a vent from the rear turbo drain... on the latter, I figured I'd give anything that gets ejected from the turbo drain at least a chance to to drain back in the oil pan vs. directly to the catch can.

 

I thought about doing very similar as you described as I was adding the turbo drain vent. I was gong to weld a stainless bung onto the back side of the filler neck. But I had all of the AN fittings on hand to just tee into the catch can and figured I would give that a chance at first since it would be a bit less work and the line is a bit more concealed from above. I have a hard time seeing how much, if any actual fluid/oil will make it up to the catch can with both sides of the engine vented. I was having a problem while tuning my ecu in that the best location for me to test the map is a highway on ramp with a sharp right turn entry that is up hill. I would hit that under heavy boost and after just a few drives I would need to empty the catch can. However, if I avoided that particular corner/situation I would hardly get any fluid in the can. I have to think that by providing a secondary port for the blow by pressure to vent out of there will no longer be pressure to force the sump oil out. Ill be able to tell real quick as soon as I can get some miles on the car again once the weather cooperates.

I'm curious how your set up utilizing a PCV connected to the UIM will perform differently than mine.

 

Look forward to your test results... I may get a little indication at DGRR, but honestly, its not a real problem unless you're on slicks at a racetrack. I even noticed a difference at the track between R888s and Hoosiers.

My thought on the PCV was that it could be doing a little "pre-work" sucking pressure out under vacuum so there's less to do under load. Got the idea from Aaron Parker, he said it was essential on his drift car.