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The jap (boss) way of fitting catchcan setup to RB20's. Two catchcans like a boss. (what does the jap say?)

photo.jpg

1st catchcan separates oil from blowby gas and drains oil to sump via a drain under 1st catchtank (green line in above photo). The 2nd catchcan catches left over oil (if any) and clean blowby gas (no oil) gets sucked back into intake pipe infront of turbo from 2nd catch tank.

That person with dual catchtank setup on his RB20DET always had a problem with a single catchcan filling with oil and had to pit every 2x laps. The addition of 1st catch tank was the solution, where oil drains back to sump and engine doesn't lose oil. Loss of oil in sump could could have resulted in oil starvation, engine failure. Also he doesn't have to pit every 2x laps.

Catchtank size is important due to blowby gas slowing down enough, so oil can be separated. Catch tank size is based off capacity of engine (amount of blowby gas), so catchtank varies in size from a RB20 to RB30 engine.

You'll see a dual catch tank setup on Mines R34GTR. Now you understand why it has 2x catchtanks and why the catchtanks are a certain size. Mines go one step further by fitting baffle plates to cam covers to separate oil from blowby gas before it exits camcovers.

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Mines have copied others that having been doing the 2x catchtank setup since the 80's on Group-A RB20DET racecars, Group-A R32 GTRS, etc, but modified it slightly

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