The amount of oil the provent collects will only be an average, it will vary between engines, mileage of engine, etc etc..
The biggest issue with a modern common rail diesel engine is not particularly CCV (Crank Case Ventilation) recirculation or EGR (Exhaust Gas Recirculation) its the combining of the two. The oily fumes of CCV and the dry exhaust soot mixing together that form a black sticky tar like product that collect in the intake, its the biggest cause of EGR, intake related faults, valve issues etc etc.
By isolating one or the other, using either method such as a provent or EGR blanking on upto early Euro 4 spec engines, or on later Euro 4 spec engines and Euro 5 doing EGR emulating or remapping to delete the EGR function is one of the biggest positive things that can be done.
Personally I tend to go with EGR blanking, deleting through remapping or emulating to be a better solution as it also removes the by product of exhaust gas being “re-used” in the combustion process, thus leading to cleaning more efficient combustion, which in theory should give more power, but more positive will give better fuel comsumption and a longer lasting engine, of course when combined with regular (10,000km) oil changes and air/fuel filter changes, again at that 10,000km service interval.
Just food for thought, nothing more.
A provent is one positive “mod” to do for very little cost.
The Defender TDCi fuel cooler placement on the inner passenger side of the chassis, while from an engineering and purpose point of view it’s in a good spot for air flow and doing what its designed to do.
But… it does seem more prone to getting damaged and or the fuel lines attached to it by branches, logs etc etc. I have heard of people removing the fuel cooler to fix the issue of getting damaged, quite simply this is a bad idea.
The fuel cooler, its purpose/reasons on any common rail diesel is (in the most basic explanation):
*Diesel engine power will be typically measured at fuel temperatures of 50 C (deg C), the higher the diesel fuel temp, the less density it has, less density, less power.
*A typical common rail diesel on the high pressure side of the fuel system will be around 30,000psi, high operating pressures cause excessive heated diesel.
*Diesel fuel is also used to cool (and lubricate) fuel system components, so the fuel also acts as a heat sink (heat exchange).
*Most common rail fuel systems have a high volume of fuel going through the fuel circuit, aprox 80% of fuel delivered to the engine goes back to the tank via the return line.
*The fuel cooler (heat exchanger) is what removes excess heat from the return diesel fuel, airflow also aids heat dispersion.
*The coolant lines connected to the fuel cooler, or rather the “Heat exchanger” are not at that coolant temperature of 80 – 90 deg C, but (like a lot of the cooling system) are typically round 50 deg C.
*The coolant removes excess heat from the heat exchanger.
*The cooled return diesel fuel can be round 40 deg C.
*The cooled return diesel fuel temperature will be closer to that of the fuel in the tank.
*The less differential between return diesel fuel and whats in the tank reduces the possibility of condensation.
*Cooler diesel fuel improves efficiency in combustion and reduces emissions.
*Cooler fuel in the tank reduces overall tank temperatures, with reduced radiated heat through the body.
The simple fix is fit a fuel cooler guard manufactured by APT Fabrications. There is a link over on my webpage under the Contact Us (or in this case, them…)
As we all know, you don’t re-use nylon locking nuts….
The retaining nuts and bolts for the prop shafts on all Land Rover Series, Land Rover Defender & Land Rover Discovery 1 & 2 models are a 3/8 UNF thread. The original factory nylon locking nut thickness are a odd thickness. You can either purchase standard thickness retaining nylon locking nuts or thin nylon locking nuts. In most applications using the standard (but thicker than the original Land Rover nuts) will be fine.
On some applications such as on a Land Rover Discovery 2 front output prop shaft the bolt length are too short and the thin nylon locking nuts must be used. If you use the thicker nuts the thread on the bolt wont pick up on the nylon part of the nut enough to secure it.
The picture below explains it all. From left to right
Thin 3/8 UNF, Land Rover 3/8 UNF, Standard 3/8 UNF