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PostPosted: Thu Oct 18, 2018 1:36 pm 
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If the engine hangs the way most 356Cs are, you could probably drop a lug wrench down through the gap at the rear of the tin. At least mine is that way. I don't worry about it though. Don't know of any other likely exits without actually seeing the engine compartment. I think he should check in front of the fan shroud and see if the dipstick is down there.

It wouldn't take much effort to prove/disprove the pressurization theory. Rafik, what say you?

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PostPosted: Thu Oct 18, 2018 5:24 pm 
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Put in another dipstick? Add a strand of wire long enough to make sure it doesn't pop right out and foul the pulley or belt, if it blows out. Put a loop in the wire and drive the car. See if the loop is straightened.

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PostPosted: Thu Oct 18, 2018 7:28 pm 
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Wes, I think you've got it. I started to post something about the problems with using those restrictive little mini-filters, but the last topic about crankcase venting didn't go too well, so I forgot about it. My real thought that I didn't get a chance to share on that other topic was that Porsche thought things out pretty well back in the day, and deviating much, just because you can, rarely resulted in improvement.

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PostPosted: Thu Oct 18, 2018 9:14 pm 
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Yes, I am often surprised at how stock I like my 356- not because I am a purist, but because of how right it was as built. Oil filtration is about the only thing I would criticize. The other factor may also be that I have never been this old before.

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PostPosted: Fri Oct 19, 2018 5:24 am 
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Took it for another long drive today, everything seem to behave, so I am going to put it to bed till something else happens
Pressure at 2,500 rpm and approx 90k/hr in the pics below


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PostPosted: Fri Oct 19, 2018 7:15 am 
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What is the squirt switch controlling?

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PostPosted: Fri Oct 19, 2018 10:42 am 
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Wow, that is some hot rod you've got there, Rafik.

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PostPosted: Fri Oct 19, 2018 4:04 pm 
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That’s her


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PostPosted: Fri Oct 19, 2018 4:59 pm 
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OK, I have to comment. I've had to devise a hold down device for my 595 ABARTH dip stick. It does blow off without a spring hold down. ………..Jim

PS. It is an air cooled motor in the rear of the car.

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PostPosted: Fri Oct 19, 2018 7:55 pm 
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All those Honda single-cylinder trail bikes I had, plus our B&S lawn mower, all had screw-in dip sticks. Must be a one-lunger thing.

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PostPosted: Sun Oct 21, 2018 12:01 am 
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I agree that the filter on breather is the problem. I don,t see what advantages that set up provides.
Route the breather to air filter as designed. Slight vacuum on cc should solve your problem, and no your carb will not get oily and plugs will not foul if engine is in good shape. Venting to atmosphere through a long hose, or to a restrictive filter is not the way to go.


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PostPosted: Sun Oct 21, 2018 8:40 am 
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Single cylinder engines are problematic due to there being no offsetting action from other pistons. Same situation with twins that have pistons moving the same direction, not opposing directions.

Under no circumstances is it a good idea functionally to vent your crankcase to your carburetor. This method was forced on car manufacturers by Government or it would never been done. If your car was originally set up that way and you want it to be "correct", fine, but that is the only excuse to puke crankcase gasses into your combustion chamber.

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PostPosted: Sun Oct 21, 2018 10:29 am 
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The dipstick has a 2nd section when shaped properly keeps the stick in its tube; I've had some w/a good 'grip' to stay in place--needed a good pull to remove it, so It's hard to believe that case pressure could actually force it out! (MHO)
BTW, , there have been a couple of 'stick' tubes having a split/cracked end and its O-ring seal won't prevent a leak.


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PostPosted: Sun Oct 21, 2018 11:17 am 
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I discovered this year, that a dipstick can leak between the two blades. Finally figured out why some of our race engines were oily, and some were dry in the engine compartment. Only took 55 years.

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PostPosted: Wed Oct 24, 2018 9:36 am 
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Craig Richter wrote:
Wes, I think you've got it. I started to post something about the problems with using those restrictive little mini-filters, but the last topic about crankcase venting didn't go too well, so I forgot about it. My real thought that I didn't get a chance to share on that other topic was that Porsche thought things out pretty well back in the day, and deviating much, just because you can, rarely resulted in improvement.

Hi Craig I did enquire what happened on that other post ref crankcase ventilation, but no replies.
Cheers Jay

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