In 2016, Crawford Performance took on an off-road race car with the support of Subaru of America: The Crosstrek Desert Racer. In August of 2018, the newest line of the Crawford AOS was launched: The Baja Edition. The V3 is still somewhat of a new release, so please bear with us as we continue to R&D further fitment options for those of you who have upgraded to a front mount intercooler and/or rotated turbo. We recommend using the V2 for track setups, and the V3 for daily driving. While our V3 AOS is our most efficient design for separation, it is not designed to hold large volumes of oil that are typically pushed into the valve covers in higher G scenarios such as a road race course. This simplifies install, making our V3 AOS Kits take half as long as any other AOS system on the market to bolt up. Lastly, proximity to the engine heats the system so that it no longer requires a coolant bypass line. Each chamber has it's own labyrinth inside, which increases the separation efficiency from that of the V2. This means clean air is always entering the valve covers. When in vacuum, the dirty air from the crankcase is sucked out via the PCV valve through one chamber of our V3, and when in boost the dirty air is sucked out of the crankcase through the second chamber of our V3. Since the V3 utilizes the PCV system, the V3 has 2 chambers inside the canister: one sees vacuum form the PCV valve, and the other sees the pressure from the oil system. This is a required smog component in California*. Unlike the V2, it does not delete your PCV valve during installation. In most recent years, we have released our best design yet: the V3. *Please note, since the V2 AOS Kit removes the PCV valve from the smog system, it is for off-road use only in CA. The V2 features an added coolant bypass line to keep the canister at operating temps at all times, solving the condensation issue. We recalled the V1 and replaced it with the V2. Water and oil do not mix, so this environment was not allowing the canister to perform it's job of separating the two. Cold air from the hood scoop would hit the canister right on, creating the condensation and water to form on the inside. When the product was launched worldwide, colder and frozen climates experienced condensation. Due to our warmer climate here in Southern California, our testing did not cover frozen climates. Adapting concepts from other manufacturers solutions, we engineered our own swirl pot solution to keeping oil out of the intake. We were suffering consistent engine failures due to oil starvation and excessive detonation. In 2005, the V1 was our original design on our race vehicles. What are the differences between versions? Each canister is put through a pressure test post-manufacturing.
IAG OIL SEPARATOR WRX GROUP BUY INSTALL
Takes half the time to install compared to other AOS kits.We offer the only Dual Chamber system in the industry, without the need to delete any smog components for installation.Our V3 has the latest technology not seen anywhere else patent pending. What makes a Crawford AOS stand above the rest?
IAG OIL SEPARATOR WRX GROUP BUY FULL
This allows your Subaru's engine to purr efficiently at its full potential, without having to worry about your avoidable detonation. Having a secondary system is your fail-safe for detonation that is un-related to a poor tune. Not only will you consume less oil, the lack of excess helps to maintain the ultimate mixture in your cylinders which in turn maximizes your power output. Any added stress/heat from power components and higher G-Forces increases the amount of excess oil that ends up in your intake. This failure is amplified when modifying power components. Over time, this excess oil begins to build up making the detonation more frequent and damaging. Detonation is what causes the infamous ‘ringland failure’: a term that all of us Subaru owners have become unnecessarily accustomed to. Another word for this is detonation - an engine killer. Since oil is naturally combustible, this causes irregularities with the controlled explosion that happens in this environment, subsequently creating multiple explosions. G-Forces push excess oil to the tops of the pistons. Subarus engines are notorious for higher than average oil consumption. They are horizontally opposed, meaning that their pistons move side to side.
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