Dry sumped Ferrari engine entire crankcase ventilation system diagrams?

All the parts diagrams do and they are on line.

 

Depends on where the oil vapors are routed to go back into the intake system. On most (older) F that I'm familiar with, the oil vapors are conveyed into the intake system upstream of the throttle plates (so low or no vacuum conditions always = no PCV needed). On most cars with a PCV valve, the oil vapors are conveyed into the intake system downstream of the throttle plates (so low/no or very high vacuum conditions can exist necessitating the need for the PCV to limit the flow at high vacuum). Not related to being dry-sump or wet-sump.

 

Don't disagree at all, and think that most modern cars do put it downstream of the throttle plate(s), and that by having it upstream of the throttle plate(s) that often the oil vapor blowby would just be "blowing" into the airbox rather than being "sucked" out of the crankcase. However, on an engine with no common intake plenum (like a multi-carb or multi throttle body F), there is no single easy place to be downstream of the throttle plate(s) and affect all the carbs/TBs equally.

I guess that you could have an awesome scavenging pump that could also pull out the vapors along with the liquid oil, but that seems way over-designed to me (and it would be better to just have a small auxiliary air pump to evacuate the crankcase vapors and always have a vacuum in the crankcase, if desired). You can see here on the dry-sump 308 system that they "blow" the crankcase vapors into the top of the oil tank and then over into the airbox:

https://www.ferrariparts.co.uk/diagram/ferrari/308-gtb-1976-fibreglass/014-blow-by-system

 

Can't disagree that having a road draft tube going from the valve cover down to near the ground or running a simple hose from the valve cover into the air filter housing would've been about the same functionality for the crankcase venting, but the road draft tube was probably less expensive (if more messy for the environment) -- only one connection required. I do think (on a car with a common intake plenum) the modern PCV system (oil vapors from the crankcase into the intake manifold and filtered air from the air cleaner into the crankcase) is a remarkably simple, and clever, passive system.

 

On my 330 GTC vitntage V-12 I have 2 systems. At idle with the throttles almost closed, there is a vacuum system to route the vapors into the intake runners below the throttles. With the throttles open, the vapors are routed into the air cleaner to be sucked into the engine with the incoming air.

 

No, it has nothing to do with wet-sump vs dry-sump. When the vacuum source for evacuating the crankcase is the airbox (like that 355 design or 308), the vacuum level is so low that no fresh air intake path to the crankcase is required as even if a small vacuum appears in the crankcase = that's kind of a good thing. When the vacuum source is below the throttle plates (like on that 330 example mentioned or your Opel example) = then a filtered, fresh air intake path is required for high vacuum/low blowby conditions (to avoid sucking debris past the seals and/or damaging the seals).

That Opel drawing is a little wishy-washy as it shows arrows indicating that sometimes air flows from the air cleaner to the thing on top of the valve cover and other arrows showing sometimes air flows from the thing on top of the valve cover to the air cleaner -- like there are two different modes.

 

As for the F355, I don't know for a fact how Ferrari intended it to work. Maybe there is literature on that but I don't know.

So the following is my opinion on how it works.

The oil pump is 2 stage and scavenges oil from the pan back to the dry sump tank. No idea on it's volume/capability but if appropriately sized that would assist with evacuating crankcase pressure.

Valve covers are tied together and vent to the dry sump tank.

In order to describe the system I should explain that within the lower intake plenums there is an integrated but divorced chamber that is a vacuum block.

A hose from a port under each throttle plate attaches to it.

The idle air control motors also attach to it -and- the plenum above the throttle plates to control idle airflow.

2 ports go to evap solenoids. (mine were leaking horribly)

2 ports tee together and ventilate the air/oil chamber(seperator?) which is the oil filter housing.

(I think) the oil filter base/housing is a chamber designed to separate oil/air (or maybe just a convenient junction point).


The top of the dry sump tank is vented to the top of this housing.

From that housing-

2 hoses vent it to the intake plenums. Into the area where the inlet stacks are so no vacuum.

As previously mentioned then a small hose goes to a T and then to the vacuum blocks on the lower plenums.

At the very bottom there is another hose which leads to a one way check valve and then to the side of the engine block/oil pan.

This part I'm the most unsure of what it's for but my guess is, it restricts air -into- the crankcase if everything is functioning properly but allows excess crankcase pressure to escape to the oil filter housing if there is say detonation or something else resulting in a positive pressure differential between the lower crankcase and it's paths to the valve covers.

Photo 1- hoses from throttle bodies to vacuum block
Photo 2- Idle control, one per bank
Photo 3- Valve cover vent, one per bank tied together
Photo 4- Dry sump tank. Lower hose from valve covers. Upper going to oil filter housing.
Photo 5- Oil filter housing. Line pointed out is from top of dry sump tank.


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Too late to edit but see I didn't describe the oil pump well.

What I meant to say is it's 2 stages of scavenge. So 2 separate pump stages and pick-ups scavenge the oil/crankcase pressure at the bottom of the pan and send it to the dry sump tank.

Oil in the dry sump tank is then available to feed the inlet side of the oil pump pressure stage.