Q: Are Check Valves really necessary?
A: Check Valves are a must on all Forced Induction or Turbo applications. We have offered the one-way check valves as an option for our systems for some time, it comes standard with the E2-X "Kits". They splice into the Catch Can Exit side, and flow away from the Catch Can. This is to prevent any back flow through the PCV system and the Catch Can itself.
In addition, it allows the use of 2 separate evacuation suction sources. The intake manifold when (NA) at idle, cruise, and deceleration, and then switches to the area just upstream of the TB when accelerating and at WOT when there is no intake manifold vacuum present due to reversion pulses from cam lobe overlap. These will automatically open and close as needed to always use the strongest suction source.
Q: Do I need a Single Exit Catch Can or a Dual Exit Catch Can?
A: You have decided on our E2 or E2-X Catch Can, so the only option is the Single EXIT or the Dual EXIT Catch Can.
On a NA engine, during acceleration, the intake manifold vacuum is used as the suction source to evacuate the damaging compounds entering as blow-by from the crankcase before they can settle and mix with the oil.
But, when you accelerate, that vacuum drops to zero and no evacuation takes place. It is during these periods that the water, raw fuel, sulfuric acid, and abrasive soot, carbon, and ash particles settle and mix with the oil, and these cause the wear to the engine.
The Dual Catch Can (second Exit fitting) is used to tap into an alternate evacuation suction source. This source is typically at a location just in front, or upstream of the throttle body. Note: If you do choose to install the Dual Exit (second Exit Port), you will be required to drill into your existing intake tube and insert a hose barb fitting. In addition, we use one-way inline checkvalves to open and close, to always default to the strongest suction source at the time. This provides full time crankcase evacuation instead of only when not accelerating or at wide open throttle (WOT) when no vacuum is present.
Additional comment: Why does the vacuum drop to zero at WOT? The cam lobes all have overlap. That overlap is when the exhaust valve has not fully closed and the intake valve is starting to open (and vice versa). This allows reversion pulses to travel back up each intake runner and these cancel the vacuum present. This is also the period when pressure builds in the crankcase seeking the path of least resistance, which is backwards through the clean, or fresh side of the PCV system pushing oil and contaminate laden vapors into your main intake air tube assy.
Q: I keep reading about your Catch Cans. I have a C5 Corvette but I don't beat on it ever...but I hear that oil can cause serious issues, so I found this youtube guy who installed your really beautiful Catch Can, and I took it to a track day.. He came back and showed about 1/2 to nearly a full quart of oil captured that would have otherwise ended up getting into the manifold...
My car never uses a drop of oil...so if this guys car trapped quart of oil, where did it come from? And, moreover does that mean his car was then low on oil.....
The question is...THAT much oil, really?...where does it come from and if my car never is low on oil....do I then really need a catch can? Fantastic idea, but maybe only on cars that get more aggressive use than mine does?.....thank you very much.
A: Thanks for asking! A proper system (very few on the market, and the Elite E2 and E2-X have no competitors that do a more effective job) catches far more than oil. In fact, oil is a very small percentage of what is caught. Without going into real deep analysis, here is the average makeup of what is trapped in the E2-X after a 2450 miles trip and drain when spun in a centrifuge and then analyzed. 70% of the contents are acidic water (water and sulfuric acid are both produced /released during the combustion process and need to be removed/evacuated from the crankcase before settling and contaminating the oil), 23% was unburnt fuel (raw fuel reduces viscosity and the oils ability to protect). and 7% was oil filled with abrasive particulate matter (carbon, soot, ash, etc.) so as very little true accurate information is available on any of this, oil is what most assume is being caught, so the decreased wear extends engine life. The removal of oil mist reduces detonation and allows less carbon build-up and for the engine to run more timing advance and make more power, etc.
Q: I’m interested in your catch cans and need a little help picking the correct one. I have a 2013 Camaro SS cammed with a Whipple supercharger headers and a CAI cold air box. What do you recommend?
A: You have a couple good options, the E2 or E2-X in Single or Dual Exit configurations.
For the single outlet Elite the center of can will run to the rear of the driver’s side valve cover, and the outer fitting (outlet) to the vacuum barb on the Whipple housing (should be 2-3 near each other and if you have the Whipple already installed a hose should be running direct from this barb to the rear of the passenger side valve cover).
We also recommend running the CSS (Cleanside Separator), it will replace the oil fill cap on the passenger side valve cover and you will remove the hose that runs from the inner front of the passenger side valve cover and attaches to the main intake air tube. Then you cap the barb left open on the valve cover and connect the hose from the intake tube direct to the CSS barb.
If running a dual outlet Catch Can such as the E2 or E2-X, then the install is the same except you will run the second outer fitting to a barb you install into the main intake air tube just in front of the throttle body (close as possible to the TB, the CSS hose most be closer to the MAF). Checkvalves go inline of the outlets (outer fittings) and always flow away from the can. The Dual Exit Catch Can is always better for a supercharged application.
Q: What do you mean by “Clean Side” vs. “Dirty Side” on my engine?
A: The Passenger side of the engine is what is referred to as the "clean" or "fresh" side where the MAF metered filtered fresh air enters your engine to flush and make up for the foul/dirty vapors being evacuated (sucked out) the driver’s side (on a L99, valley cover on LS3, but it is best to use driverside for complete cross flow or the entire driver’s side valve train becomes stagnant and the sulfuric acid and water will condense on the underside of the valve cover dripping onto the rocker arms).
Then the passenger side gets our CSS (Cleanside separator) that takes the incoming fresh air and routes it through a baffled and coalescing media separator so if pressure ever does momentarily build it immediately vents out and back into the main intake tube, but the oil remains in the CSS and returns to the engine as soon as flow resumes the correct direction. This allows no pressure to ever build. Then the dual outlets on our E2 and E2-X systems with dual checkvalves will use the intake manifold vacuum for evacuation suction when at idle, light cruise, and deceleration. We tap into the area just in front of the throttle body for the suction needed to continue evacuation when accelerating or going WOT so there is always evacuation taking place.
Q: What is a Clean Side Separator, and what’s it used for?
A: The Clean Side Separator (CSS), when installed replaces your stock Oil Fill Cap. The clean-side separator (CSS) completes any Catch Can installation by diverting clean, or fresh incoming air through the unit that replaces the oil fill cap. It has internal coalescing media designed to trap and contain oil that is part of the crankcase vapors when flow is momentarily “back flowing” with a single outlet system or the OEM PCV system. Similar to the plastic GM unit that is standard with all Camaro 1LE road race optioned cars but improved function and quality 6061 T6 Billet aluminum construction. This retains a closed system and 100% MAF metered air as well as is emissions compliant. Far better than any breather use.
Q: Do I need the Single or Dual, and why?
A: If the person is never going to run the engine hard, go WOT, or track it then the single E2 or E2-X is fine. The reason we recommend the dual valve is most buy the car with the LT4 for the performance and the dual valve will provide that added evacuation capacity when needed most, at WOT. The checkvalves will both remain open and use both the blower vacuum (which is present at all times unlike a NA or centrifugal SC or Turbo) and the Venturi Effect generated suction just in front of the TB inlet.
Q: Do I really need the CSS?
A: For the LT4, if driven easy then no it is not needed. The LT1 based Camaro has a factory CSS that works well so it is not needed there either unless turbo or centri blower. The Corvette does not have one from the factory due to room constraints. If you have the Corvette LT4 and intend to drive hard, then yes it is needed.
Q: Do I really need to install check valves on a PD Blower set-up?
A: In the past, hardly any Automaker included them, but the past 3-4 years most every automaker now incorporates one way checkvalves in the PCV system as we have for years. It is critical to maintain the correct direction of flow to prevent back-flow of vapors. So yes, in all cases use the checkvalve even if your engine has one it harms nothing and adds redundancy if the factory one fails.
To further explain:
The dual valve is best for any NA application as the factory system relies only on intake manifold vacuum. IM vacuum is only present at idle, deceleration, and light cruise. The rest of the time NO evacuation tales place and this is when the constantly entering damage and wear causing compounds settle and mix with the engine oil causing premature wear. A turbo or Centrifugal SC should always have a Dual Catch Can, as the secondary suction source is at the inlet of the turbo or centri head unit. A PD blower will always produce vacuum/suction so if driven easy a single valve is fine.
What are the main benefits of adding the Elite Engineering systems?
1. Elimination of crankcase pressure by pulling evacuation suction at all times.
2. Greatly reduced carbon and intake valve coking deposit formation.
3. Increased engine life by removing most contaminates before they can mix with the engine oil.
4. Increased oil life for the same reasons.
5. Increased power and fuel economy as Knock Retard is reduced allowing the engine to operate at optimum timing advance.