FORD 1479837 MEMBRANE
Product Specifications
Product quality
OEM Equivalent Grade
50 sold
Wholesale price USD
$0.89
Wholesale price CNY
¥6
bolt MOQ (Minimal order)
50 pcs
local_shipping Production time
42 days
package_2 Shipping Weight:
0.004 kg
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Application (cross references) 5
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| FORD | 1479837 |
| FORD | 1233714 |
| FORD | 1254229 |
| FORD | 1313806 |
| FORD | 3M5Q6K271AC |
Overview & Operating Principle
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The MEMBRANE is the valve cover PCV membrane — a precision-moulded rubber or fibre-reinforced elastomer diaphragm integrated into the positive crankcase ventilation (PCV) valve assembly housed in or on the valve cover, that regulates the flow of crankcase blowby gases from the crankcase to the intake manifold by deflecting under differential pressure to open or restrict the gas flow path, maintaining the correct crankcase pressure within the designed operating range across all engine speed and load conditions. The membrane forms the active element of the pressure-regulating PCV valve: at idle and light load, high intake manifold vacuum is applied to one face of the membrane, causing it to deflect and partially close the blowby gas flow orifice, preventing the high vacuum from drawing excessive oil mist from the crankcase into the intake manifold; under high engine load when manifold vacuum is low, the membrane relaxes and allows maximum blowby gas flow through the PCV circuit, maintaining the crankcase at a slight negative pressure relative to atmosphere that prevents pressure-driven oil leakage past gaskets and seals. On many modern direct-injection and turbocharged engines the PCV membrane is integrated into a multi-chamber oil separator assembly on the valve cover that also incorporates a labyrinth oil mist separator — the blowby gas passes through the separator before reaching the membrane, depositing oil droplets on the separator baffles that drain back to the sump, so that only deaerated gas continues through the membrane to the intake.
This unit — FORD 1479837 — is manufactured to OEM-equivalent specifications: membrane outer diameter and seating bead geometry for the PCV valve housing, membrane thickness and durometer for the designed pressure-flow regulation characteristic, material compound — fluorocarbon rubber (FKM) or hydrogenated nitrile (HNBR) — for resistance to blowby gas chemistry at 100–130°C operating temperature, and overall assembly dimensions for valve cover integration are matched to the original part. Supplied as a replacement membrane element or as a complete PCV valve assembly depending on application. Available wholesale from 0.89 USD, MOQ 50 pcs, production lead time 42 days.
PCV membranes fail through rubber hardening and cracking from sustained exposure to blowby gas at elevated temperatures — a hardened membrane loses its elasticity and can no longer deflect proportionally to regulate crankcase pressure, either sticking open and causing excessive oil consumption from over-ventilation, or sticking closed and allowing crankcase pressure to build until it forces oil past seals and gaskets; through perforation from fuel dilution of the crankcase oil in direct-injection engines that washes unburned fuel past the rings and chemically attacks the membrane compound; and through membrane tearing from overpressure events when the engine has been cranked with a blocked crankcase breather circuit.
Symptoms & Diagnostics
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Multiple simultaneous oil leaks — valve cover gasket seeping, front and rear crankshaft seals weeping, dipstick tube leaking — on an engine with no history of gasket problems — the PCV membrane has failed closed or has stiffened to the point where it no longer opens at the designed pressure differential; crankcase pressure is building above the sealing capacity of all gaskets and seals simultaneously; confirm by pressing a tissue or clean cloth against the oil filler neck with the engine at idle — positive crankcase pressure will blow the cloth away; a functional PCV system produces gentle suction.
Lean mixture fault codes P0171 or P0174 combined with rough idle and elevated short-term fuel trim — intake duct and all vacuum hoses confirmed intact — the PCV membrane has failed open or perforated, allowing manifold vacuum to draw unmetered air directly from the crankcase into the intake manifold through the PCV circuit; this unmetered air bypasses the MAF sensor and leans the mixture; confirm by temporarily clamping the PCV hose connecting the valve cover to the intake manifold — if the lean trim reduces and idle smooths when the hose is clamped, the PCV circuit is the air leak source.
Oil consumption — oil level dropping between changes without visible external leak and without blue exhaust smoke at normal driving speeds — the membrane has failed open, allowing the high manifold vacuum at idle to draw oil mist continuously from the crankcase into the intake manifold; the oil is burned in small quantities per cycle below the visible smoke threshold but produces measurable oil consumption over a full service interval; oil deposits inside the intake manifold and on the throttle body bore confirm ongoing oil ingestion through the PCV circuit.
Oil contamination inside the air intake duct between the air filter and the turbocharger inlet — oily residue visible on the duct interior walls — on a turbocharged engine with a PCV circuit routed to the pre-turbo intake — the membrane has failed and is allowing oil mist to pass through the PCV circuit at a rate that exceeds the oil separator's retention capacity; the excess oil-laden gas bypasses the separator and reaches the intake duct; clean the duct and confirm whether the contamination recurs after membrane replacement.
Whistling or hissing from the valve cover area at idle — a high-pitched whistle that changes frequency with manifold vacuum and disappears under engine load — the membrane has developed a small perforation or tear that admits a metered jet of air into the PCV circuit at the vacuum differential present at idle; the hole acts as a calibrated orifice that produces a tone proportional to the flow velocity; the noise disappears under load because manifold vacuum is reduced and the pressure differential across the hole is insufficient to sustain audible flow.
Engine oil that degrades abnormally rapidly — darkening and thickening significantly between changes at intervals well within the OEM schedule — a failed closed PCV membrane is causing crankcase pressure to keep blowby combustion products — water vapour, nitrogen oxides, partially burned fuel — inside the crankcase rather than venting them through the PCV circuit; these combustion by-products contaminate and acidify the engine oil, accelerating its degradation and reducing its effective service life.
Logistics & Customs
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International HS Code
8484.90
EAEU Customs Code (TN VED)
8484 90 000 0
Typical Net Weight
0.004 kg
Country of Manufacture
China
Standard MOQ
50 pcs
Production Lead Time
42 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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- Clean the PCV valve housing bore and the membrane seating recess thoroughly before installing the new membrane — oil varnish and soot deposits on the housing bore prevent the new membrane from seating uniformly in its recess, creating a leak path around the membrane edge that bypasses the membrane's pressure-regulating function; use brake cleaner and a cotton swab to clean the seating recess and confirm the housing bore is free of raised deposits that would prevent the membrane from lying flat.
- Inspect the oil separator baffles and labyrinth passages in the valve cover for oil sludge accumulation before reassembly — a failed membrane that has been drawing oil mist through the PCV circuit may have deposited sludge in the oil separator passages, restricting gas flow to the membrane even after the membrane is replaced; flush the separator passages with brake cleaner from the PCV outlet port and confirm free airflow through all passages before installing the new membrane.
- Confirm the correct orientation of the membrane before seating it in the housing — PCV membranes are asymmetric; one face bears against the flow orifice seat and the other faces the pressure differential that deflects the membrane; installing the membrane inverted reverses the pressure response and causes the membrane to open under high vacuum rather than restricting, producing maximum oil mist draw from the crankcase at exactly the engine conditions where it should be minimised; confirm the correct face orientation from the OEM service documentation or from the membrane's moulded reference marking.
- Replace the complete PCV valve assembly rather than the membrane element alone on applications where the membrane is press-fitted into a plastic housing — on many engines the PCV valve is a sealed plastic assembly that cannot be disassembled without damaging the housing; attempting to lever out the old membrane deforms the plastic housing bore and prevents the new membrane from seating correctly; the complete valve assembly replacement ensures the housing bore geometry is undamaged and the new membrane seals correctly at its designed seating pressure.
- Flush and clean the PCV hoses connecting the valve cover to the intake manifold and to the air filter housing before reconnecting them to the new membrane assembly — a failed membrane that passed oil into the PCV circuit will have deposited oil varnish inside the PCV hoses; this varnish restricts hose flow area and can shed deposits that block the new membrane's flow orifice; flush each hose individually with brake cleaner and blow through with compressed air before reconnecting.
- Install the new MEMBRANE (FORD 1479837), reconnect all PCV hoses, start the engine and perform the crankcase pressure test by pressing a clean cloth against the oil filler neck — the cloth should be drawn gently inward confirming negative crankcase pressure; confirm no lean mixture codes after a full warm-up cycle; perform an oil level check after 500 km to confirm oil consumption has been eliminated before returning the vehicle to service.
Tools: brake cleaner and cotton swabs for housing cleaning, compressed air for passage flushing, clean cloth for crankcase pressure test, OBD-II scanner for lean mixture code clearance and fuel trim monitoring.
Frequently Asked Questions
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How can a failed PCV membrane be distinguished from a failed intake vacuum hose as the source of lean mixture codes before disassembly?
The PCV circuit leak test is the definitive pre-disassembly diagnostic. With the engine at warm idle, temporarily clamp the PCV hose connecting the valve cover to the intake manifold using a hose clamp or a pair of locking pliers applied firmly to the hose; monitor the short-term fuel trim on scan tool live data for 30 seconds. If the trim moves toward zero (less positive correction) after clamping, the PCV circuit was admitting unmetered air through the membrane perforation — membrane replacement is confirmed as the correct repair. If the trim does not change after clamping the PCV hose, the lean code source is elsewhere in the intake circuit — check the intake duct, throttle body boot, and all vacuum hose connections. This test takes two minutes and precisely locates the fault without removing any component. ok.parts supplies PCV valve membranes and complete PCV valve assemblies at wholesale MOQ from 0.89 USD per unit.
At what interval should the PCV membrane be replaced as preventive maintenance, and what accelerates its degradation?
PCV membrane replacement every 60,000–80,000 km or every 4–5 years is appropriate as preventive maintenance on most applications; this interval corresponds to the rubber compound's typical service life under normal underbonnet temperature conditions. Three factors accelerate membrane degradation significantly. First, extended oil change intervals allow blowby combustion acids and fuel dilution products to accumulate in the crankcase oil, creating a more chemically aggressive environment that attacks the membrane compound faster than clean oil. Second, sustained high-load operation at elevated coolant temperatures above 100°C increases the blowby gas temperature above the membrane compound's designed service range. Third, on direct-injection petrol engines, the significant fuel dilution of the crankcase oil that occurs during cold-start cycles generates fuel-vapour-rich blowby that chemically attacks fluorocarbon and nitrile rubber at above-normal rates; these engines should have the PCV membrane inspected at every 40,000 km.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
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| Part | Reason for Combined Replacement |
|---|---|
| Valve Cover Gasket OEM ref. varies by engine | The valve cover is removed to access the PCV membrane on most applications where the membrane is integrated into the valve cover PCV valve housing. With the valve cover removed, the valve cover gasket is fully exposed and its condition can be assessed directly — a gasket showing compression set or oil seeping indicates it should be renewed simultaneously with the membrane. The combined labour for valve cover removal is already expended; renewing the gasket at this point eliminates a repeat valve cover removal for a gasket leak within a short interval. |
| Breather Hose and PCV Hose Set OEM ref. varies by engine PCV routing | The breather hoses connecting the valve cover PCV outlet to the intake manifold and air filter housing are subject to the same oil mist and blowby gas environment that degraded the membrane. Hoses that have been carrying oil-contaminated gas from a failed membrane will have internal varnish deposits and may have hardened rubber ends that no longer seal at the connection stubs. Replacing the hoses simultaneously with the membrane ensures the complete PCV circuit is restored to clean, correctly sealed condition. |
| Engine Oil and Filter Grade and specification per OEM requirement | A PCV membrane that has failed closed has been trapping combustion by-products — water, nitrogen oxides, partially burned fuel — in the crankcase oil, significantly accelerating the oil's chemical degradation. An oil that has been contaminated by trapped blowby products will have elevated acidity and reduced anti-wear additive concentration regardless of its age in kilometres. Perform a complete oil and filter change simultaneously with membrane replacement to remove the degraded oil and restore the engine's lubrication system to correct chemistry from the first post-repair operating cycle. |