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Elite Engineering · 07-17-2020, 12:31 PM

BlackbeastSS2

Good dialog. And lets go over the video first.

The guy in the video is hard to watch, but one thing that is certain is with today's GDI engines, MOST "catchcans" do little to benefit today's GDI engines, and that is why we have a Patented system (Utility patent # US 10,619,536) that is unequaled in effectiveness and function. Most purchase only based on appearance or because someone says it's good without any testing or research and actual data. A reason we have the long replies is we reference actual data and 3rd party information. We are the only one out of all the brands big and small that has done as much with 3rd parties doing the testing, etc. From one of the most respected lubrication labs that spent 2 years and purchased a fleet of GDI engine vehicles to Turbonetics head of Engineering doing real time in-house testing on their big boost turbo builds. But we still urge ANYONE that has any doubts to perform the tests themselves. So no, most are a waste as far as benefiting a GDI engine. On a port injection engine any oil your stopping is going to help some as they can tolerate a certain amount of ingestion (aside from knock retard of course).

On the can you have, you have to first look at the internal design. You will see when you take it apart both the incoming oil and contaminant laden vapors and the outgoing "cleaned" vapors mix in a common large chamber, so it is impossible for that design to really trap more than 30-40% (yes some will state "I don't see my intake full of oil any longer"), but when the tests are conducted, our patented design second in line will trap as much or more than the can first in line. So yes, plenty is getting past and still ingested. Then we have to look at the breather. The breather has a rubber flap inside that will open when your crankcase builds a certain amount of pressure....and release most of it, but that is not in anyway ideal, and this is why. ALL engines today are built with low tension piston rings. These, unlike the engines of old with high tension rings, need SUCTION on the crankcase to retain stability and avoid ring flutter. Ring flutter is when the rings enter into a state of rapid vibration. When this occurs, blow-by increases as the seal is less than desired and over time this wears not only the leading edges of the rings, but the ring lands as well as eventually small "divots" into the cylinder walls (engine builders will recognize this). So you never want to allow pressure to build and then vent. Not only does this contribute to ring flutter, but it also is when the constantly entering combustion byproducts will settle and mix with the engine oil. Once there, it is not easily removed. That is why we pull full time evacuation suction on the crankcase, which you could do as your thinking with two of the checkvalves, and then accomplish the two separate vacuum sources, but there are a few issues you will still have. One is the lack of an effective air oil separation. Two is your not addressing the clean or fresh side of the PCV system unless your retaining the factory CSS, which is fine. But if your game, and would commit to conducting the "Catchcan Challenge", and document each step and keep a dedicated thread going with documenting all. Each step. That requires being as fair and equitable as possible. Each must be done as close to the other as possible. If interested, email me direct at: Tech@EliteEngineeringUSA.com

Below are illustrations to help understand both GDI and how it differs from engines of old, and understanding piston ring flutter.

<a href="https://app.photobucket.com/u/tech17/p/1aee22b2-f178-425f-91fd-093ac2146308" target="_blank"><img src="https://hosting.photobucket.com/albums/j392/tech17/.highres/GDI%20vs%20Port%20inject_zpsszy1s9bn.jpg" border="0" alt="GDI vs Port inject_zpsszy1s9bn"/></a>

<a href="https://app.photobucket.com/u/tech17/p/a6563fe2-b768-40b1-ba2e-0fb9b6698475" target="_blank"><img src="https://hosting.photobucket.com/images/j392/tech17/Ringflutter.jpg?width=1920&height=1080&fit=bounds" border="0" alt="Ringflutter"/></a>

LT4Greg As for warranty, that is the case we went over in detail in out last post. And how it ended up, so no, out of over 20,000 plus in use, that is the only case and was determined to be absolutely in no way related to the catchcan. It was the well known oil pump failure and the tech diagnosed a blown engine, yet the owner had the pump changed and all was fine, so those are the type of unscrupulous dealer to avoid. The intent was a "double dip" where the service writer claims warranty is void and you need a new engine. Charge you AND get reimbursed from GM. One of the biggest and hardest scams to uncover and prevent, but it happens.

This is good to have dialog. Answering questions and discussing all aspects of what is far more confusing than it should be.

07-17-2020, 12:31 PM	#48
Elite Engineering Drives: 2010 Camaro Join Date: Nov 2009 Location: Denver Posts: 1,383	BlackbeastSS2 Good dialog. And lets go over the video first. The guy in the video is hard to watch, but one thing that is certain is with today's GDI engines, MOST "catchcans" do little to benefit today's GDI engines, and that is why we have a Patented system (Utility patent # US 10,619,536) that is unequaled in effectiveness and function. Most purchase only based on appearance or because someone says it's good without any testing or research and actual data. A reason we have the long replies is we reference actual data and 3rd party information. We are the only one out of all the brands big and small that has done as much with 3rd parties doing the testing, etc. From one of the most respected lubrication labs that spent 2 years and purchased a fleet of GDI engine vehicles to Turbonetics head of Engineering doing real time in-house testing on their big boost turbo builds. But we still urge ANYONE that has any doubts to perform the tests themselves. So no, most are a waste as far as benefiting a GDI engine. On a port injection engine any oil your stopping is going to help some as they can tolerate a certain amount of ingestion (aside from knock retard of course). On the can you have, you have to first look at the internal design. You will see when you take it apart both the incoming oil and contaminant laden vapors and the outgoing "cleaned" vapors mix in a common large chamber, so it is impossible for that design to really trap more than 30-40% (yes some will state "I don't see my intake full of oil any longer"), but when the tests are conducted, our patented design second in line will trap as much or more than the can first in line. So yes, plenty is getting past and still ingested. Then we have to look at the breather. The breather has a rubber flap inside that will open when your crankcase builds a certain amount of pressure....and release most of it, but that is not in anyway ideal, and this is why. ALL engines today are built with low tension piston rings. These, unlike the engines of old with high tension rings, need SUCTION on the crankcase to retain stability and avoid ring flutter. Ring flutter is when the rings enter into a state of rapid vibration. When this occurs, blow-by increases as the seal is less than desired and over time this wears not only the leading edges of the rings, but the ring lands as well as eventually small "divots" into the cylinder walls (engine builders will recognize this). So you never want to allow pressure to build and then vent. Not only does this contribute to ring flutter, but it also is when the constantly entering combustion byproducts will settle and mix with the engine oil. Once there, it is not easily removed. That is why we pull full time evacuation suction on the crankcase, which you could do as your thinking with two of the checkvalves, and then accomplish the two separate vacuum sources, but there are a few issues you will still have. One is the lack of an effective air oil separation. Two is your not addressing the clean or fresh side of the PCV system unless your retaining the factory CSS, which is fine. But if your game, and would commit to conducting the "Catchcan Challenge", and document each step and keep a dedicated thread going with documenting all. Each step. That requires being as fair and equitable as possible. Each must be done as close to the other as possible. If interested, email me direct at: Tech@EliteEngineeringUSA.com Below are illustrations to help understand both GDI and how it differs from engines of old, and understanding piston ring flutter. <a href="https://app.photobucket.com/u/tech17/p/1aee22b2-f178-425f-91fd-093ac2146308" target="_blank"><img src="https://hosting.photobucket.com/albums/j392/tech17/.highres/GDI%20vs%20Port%20inject_zpsszy1s9bn.jpg" border="0" alt="GDI vs Port inject_zpsszy1s9bn"/></a> <a href="https://app.photobucket.com/u/tech17/p/a6563fe2-b768-40b1-ba2e-0fb9b6698475" target="_blank"><img src="https://hosting.photobucket.com/images/j392/tech17/Ringflutter.jpg?width=1920&height=1080&fit=bounds" border="0" alt="Ringflutter"/></a> LT4Greg As for warranty, that is the case we went over in detail in out last post. And how it ended up, so no, out of over 20,000 plus in use, that is the only case and was determined to be absolutely in no way related to the catchcan. It was the well known oil pump failure and the tech diagnosed a blown engine, yet the owner had the pump changed and all was fine, so those are the type of unscrupulous dealer to avoid. The intent was a "double dip" where the service writer claims warranty is void and you need a new engine. Charge you AND get reimbursed from GM. One of the biggest and hardest scams to uncover and prevent, but it happens. This is good to have dialog. Answering questions and discussing all aspects of what is far more confusing than it should be.