My Provent easily collects about an Oz of liquid per 1000 miles (some water, some oil)

I'd only use it it it's doing something, no point if it stays dry.

CCV is part of the emissions controls

emissions requirements are different Colonies vs Crown

you could easily have a less aggressive vent system

my Provent easily collects about an Oz of liquid per 1000 miles (some water, some oil)

I'd only use it it it's doing something, no point if it stays dry.

Disclaimer: I don't know if drilling a hole in the crank case is good idea or not so don't blame me! Having said that, turbo oil drain is almost at the same height as the hole I drilled so I think it should be OK.

I followed directions from http://www.auerbach.ca/kj/provent/ and installed provent. I made couple of changes.
1. I fabricated two piece mounting bracket from the scrap metal I had on hand. I decided to use ECU bolts and one bolt from the original guide.
2. I decided to drill one of the free boss from old EGR cooler and tap it to 1/8" NPT. You can use 11/32" (better) or R size (best) drill bit to drill the hole for 1/8" NPT tap. I routed the oil drain from provent back into crank case using 1/8" NPT hole. Pictures does not show but I used 45 degree adapter (1/8" NPT to 3/8" barb) on the crank case.

By the way, the EGR cooler boss shown almost touches the end of the piston! I did not want to drill through/close to the piston so I did some measurements before I drilled the boss. I measured 150 mm from top of the block to the boss. FSM shows that stock length is 100 mm. FSM does not show the height of the piston so I figured the piston can't be longer than 50 mm. I was right on the money! You can acutely "feel" the edge of the piston if you wiggle ear swab in the drilled hole.

Did you install the check valve on the oil return pipe? if you plumb it below the sump oil level you do not need the valve but above oil level you do?

pulled this from installation instructions
Oil return
The respective port of the oil return (see diagram on page 15) is connected to the oil sump via a drainage pipe. There are two principal connection possibilities:
1. Below the oil level
The oil return is connected via a drainage pipe below the minimum permissible oil level of the engine oil sump. According to the principle of connected pipes, the same oil level is present in the oil sump and the drainage pipe. This oil receiver acts like a siphon so that when the oil is sucked from the outlet port the blow-by is directed via the oil separator. The negative pressure in the oil return pipe during operation is the same as the negative pressure at the oil separator. As opposed to conventional solutions, this intake negative pressure is reduced due to design considerations so
that the height of the oil column in the drainage pipe during operation is accordingly low. As a result the drainage pipe need only take into account a respectively low oil column and this enables numerous installation possibilities.
2. Above the oil level
This connection variation requires fitting of a check valve which is available as an option. The valve is fitted in the drainage pipe as close to the engine as possible. Separated oil collects above the check valve during operation. The check valve is
closed during operation by the negative suction pressure present in the housing of the ProVent. When the weight of the oil column is above the closing pressure of the valve, for example when the engine has been switched off, the separated oil flows back to the oil sump

Slideshow at: http://s1381.photobucket.com/user/jigar_patel2/slideshow/Provent
Note: Picture titles have instructions.
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Did you install the check valve on the oil return pipe? if you plumb it below the sump oil level you do not need the valve but above oil level you do?