Head vent ports, needed? Options

[yarin]

While pulling my carbs off I noticed that each head has an air vent. One was capped off, the other was open.

Where should these go and why are they needed? Will capping these contribute to oil leaks?

Here is a pic I found: http://www.914world.com/bbs2/uploads/blog-1...-1131214564.jpg

Thanks

[Brando]

QUOTE (Marty Yeoman @ Feb 7 2006, 09:40 AM)

My current L-jet configuration has the crank ventilation decoupled from the air-fuel stream. The pipe connecting the oil filler and rubber gooseneck (between the air meter and throttle body) has been removed, along with the EGR system. The resulting hole in the gooseneck is plugged. The vent at the oil filler has a filtered vent installled. I am looking for a way to contain the oil vapors released at this vent once it saturates with oil. It really tends to make a mess of things if I don't keep it clean. I am hoping I can install a closed system (like the one described). With my situation, I don't see why it wouldn't work. By the way, I wouldn't introduce any crank vapors before the air meter. Thats just asking for air meter trouble. Comments???

That seems to be the best way to run a case and head ventilation system.

OR, if you absolutely HAVE to retain the extra case and head pressure in the L-Jet system, you could tap two more holes into both sides of the filler neck, put ribbed flanges on there. That way it vents right into the filler neck, then back into the intake after the Air Flow Sensor. Mayhaps, this is why L-Jet systems run lean at higher RPMs? Excess crank pressure leads to an increase of unmetered air after the sensor... Sounds plausible. Definitely have to try it out once I get my 1911 with L-Jet going.