So with that logic removing both PCV and valve cover inlet from the EFI intake would eliminate any AF ratio issues from normal combustion?
Yes, but you don't want to ever do that ( remove PCV system and replace with VTA ) on Daily Driver car. You will get much quicker contamination of the oil. Carbon particle contamination, water vapor and acid buildup. As wee the piston ring seal will be affected, negative crankcase pressure aids ring seal. The crank seal and rear main seal will all be less effective as the sealing lips are designed to operate at negative crankcase pressures. Note: the odd WOT pass is usally only for a short time, and any pressure buildup in the crankcase will be relived once the throttle is lifted.
Oil contamination is the main effect though. Carbon particles and acid buildup are nasty. Rod and main bearing life will be shortened.
The following article explains the benefits of a Positive Crankcase system:
Quote from Engine Labs article
PCV and It’s Importance
All internal combustion engines generate some type of crankcase pressure in the form of blow-by. Blow-by is combustion gasses that escape past the piston rings. In the early 1960s, General Motors identified crankcase gasses as a source of hydrocarbon emissions. They developed the PCV valve in an effort to help curb these emissions. This was the first real emissions control device placed on a vehicle. While most of us who are performance enthusiasts will roll our eyes when emissions controls are even mentioned, GM actually did the performance world a favor here. Not only does a properly operating PCV system reduce the overall emissions output of a vehicle while at the same time not sacrificing horsepower, it also has other benefits. It improves gasket seal, and prolongs gasket life by reducing the blow-by effect. Further, it also helps reduce the amount of oil an engine consumes through the combustion cycle, or loses due to leaking seals.
With race cars it is not such a big issue ( using Vent to Atmosphere of Cranccase and Valve cover ):
1: Race cars change oil frequently. Usually after one race.
2: Real race cars have Dry sumps or Vacuum pumps for the sump. The scavenge stage in a Dry Sump creates a strong negative pressure in the sump. This helps with ring seal immensely. Some NASCAR engines are pulling well over 14 inches of vacuum in the sump. HP gains of 20 to 23 HP on a 600 HP engine with 12 to 14 inches of vacuum are common. Better ring seal, enabling the use of low tension rings and reduced windage in the sump are the reasons for the HP gain.
The following article explains the importance of maintaining a negative pressure in the cranckcase.
Edited by Chickenman, 02 February 2017 - 09:33 PM.