Quote from: SHOdded on April 23, 2016, 05:38:47 AM
The explanation for this "PCV effect" could have mechanical, electrical, or logic components, we just haven't figured it out yet. Many a time I have run across situations that have not been able to be explained by experts, yet they occur, and can be produced on-demand with the right set of inputs. This is apparently one such situation. There is a black box here that needs to be figured out, just hasn't been yet.
Main thing is that you are happy with the way your SHO is running, and we would like to continue receiving updates in the future to see if the fix is truly in place.
Z, any idea what the tieup is with the crank pressure sensor on the 2015s? First I've heard of it.
Here it goes Starting in the 2015 MY, Ford will be using a Crankcase Pressure Sensor (CKCP) to detect a disconnection of the
fresh air hose. A disconnection of the fresh air hose would allow the discharge of crankcase vapor into the
atmosphere while the engine was under boost. The diagram below shows a schematic of the PCV system. The
CKCP sensor is installed in the fresh air hose. The fresh air hose has two connection points. The connection at the
AIS system is called the "Clean side" connection while the connection at the rocker cover/engine is called the "dirty
side" connection. The fresh air hose connects the Air Induction System (AIS) to the rocker cover to provide fresh, filtered clean air
into the crankcase as the crankcase vapors are evacuated. The PCV valve has a spring loaded, tapered pintle and
orifice that limits the amount of crankcase vapors that are inducted into the engine. The least amount of flow occurs
during idle when manifold vacuum is high. As engine load increases, manifold vacuum decreases which allow
more flow. Under boosted conditions, there is no flow through the PCV valve. As crankcase pressure increases,
blow by vapors get pushed through the fresh air tube into the Air Induction System (AIS) where they will be
inducted into the engine.
