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Thought I'd chop that up a bit to make a point. And lol @ Cy...

You should fix the filter but the point was anything beyond that is basically money down the toilet. Nor would I be taking advice from someone who runs an open filter on an NA engine just to hear it suck more than it already does. It's your cash though...

There are ways to apply cans and some of the PCV threads have good info in them. The reason it's hard to separate fact from BS is because many people seem unable to comprehend how the stock system works, which is odd because it isn't rocket science. The TSRM explains it well enough.

Due to the near zero pressure drop across the AFM there's pretty much zero negative pressure at the accordion port until WOT is reached and even then there's only a tiny bit. If you doubt that simply measure it. I mean, why would it be any other way? Isn't that the entire point of everyone...

What's sad is those who come here for tech advice get a load of BS along with the truth. How are they supposed to know the difference? Only by doing their own research. The internet is much more than a global pornography network you know.

It's called "positive" crankcase ventilation for a reason and it's not going to be that if connected before the throttle plate. Don't be so quick to yank stuff off when you don't understand what it does. And if you improve it keep in mind the air in the PCV system has been metered.

Cap them off? Lol. And your bay won't stay clean with filters...

Generally speaking I think it's dumb. I'm guilty of it myself on occasion but since my carry piece is so tiny (to compensate for my enormous pecker) nobody ever notices...

If people had to pay to post these kinds of threads wouldn't happen...

It's a GE...

I would buy new. Can't answer about right verses left but they do show as different part numbers. It also makes sense the rotation would be opposite. That said swapping two wires ought to solve the problem. In fact that may be why the different P/N. I'm guessing at that though.

^ I was wondering. And lmao @ 3p. It's so true...

So much fail...

Tire cost is the least of his problems...

^ This. Fwiw AFR and EGT are directly related, as is EGT and power being made. The relationship is accurate enough that it's used to set mixture in aircraft. However as Ian inferred it's useful only at a constant power setting.

It should be obvious but with some threads it's best to just move on...

Contact patch and wear pattern.

That's supposed to happen.

Find all the stock bits and put them back on.

You should keep the stock air box complete as it can flow all the air the engine needs. If you doubt this measuring the pressure drop across it will provide proof.