[Elite Engineering]

That's the point. NO form of Professional racing or OEM performance does this any longer unless the class of competition rules specifically prohibit it (Stock and SuperStock classes in NHRA & IHRA and oil changes are required after each race because of it). That has NOT been done in decades as it has so many negatives associated with it. That leaves most ALL contaminants in the crankcase to accumulate, and you ALWAYS want suction pulled so pressure can never build to begin with. This is a common mistake made by tuner shops as it has not been taught in decades. This is bad to do no matter what.


Watch this video. And this is a NA small block Chevy. First dyno pull is "venting" as your tuner claims is best, and the second pull is with suction pulled on the crankcase:





So, here are the issues that occur if you "breathe" instead of pulling vacuum/suction:


Breathers most all contaminants that cause the wear and damage to engines remains in the crankcase accumulating and adding to wear. Evacuating removes this.


Breathers allow pressure to build to the point it seeks to equalize with outside air so some pressure is always present. It requires pressure to equalize. This results in piston ring flutter as this white paper explains. Today's low tension piston rings require suction below and pressure above to retain stability and proper seal. When pressure is allowed in the crankcase :


https://www.highpowermedia.com/Archi...n-ring-flutter



Providing the crankcase with full time suction prevents this pressure differential that causes most flutter issues. Allowing pressure below the ring compounds the issue. We are one of the ONLY systems aside from a belt driven vacuum pump that accomplishes this. Less blow-by and more power as the video had shown. More blow-by means more combustion byproducts entering and more wear over time.


The biggest misunderstanding is from people over simplifying a critical part of today's engines by just making basic assumptions. Most don't consider anything but the most obvious, and that is blow-by creates pressure in the crankcase, so they simply add tanks and breathers and don't think any deeper about how that negatively affects all aspects of the engine from power, oil consumption, to long term wear and damage. The best solution by far is an actual vacuum pump system like in the video above, but they wear rapidly when used on the street so not practical. Our dual valve systems emulate this by providing two separate evacuation suction sources. Intake manifold vacuum for suction at idle and deceleration, and vacuum generated by the Venturi Effect for in boost suction. The special checkvalves we developed automatically open and close to always default to the strongest suction available no matter the mode of operation.


So when a PCV system is deleted and defeated, your engines life and performance suffer.

[ZX-10R]

Originally Posted by Choda

I have a huge custom aluminum tank/catch can with -12 from each valve cover and 3/8 from the valley cover. My tuner said let these babies breathe. I do need to baffle the inside because after some autocross or heavy braking the vapors fill the breather and eventually drip a small amount of oil onto the top of the catch can.

More volume is good but without an effective way to filter out the oil droplets some can get sucked right through the can, even with the velocity drop

[Snowwolfe]

Originally Posted by Elite Engineering

radz28

Good to hear all is well. And yes, the Ultra E2-X is what is needed when over 12-14#. Your system is fine.


For others wondering, we can go over the list of features, function, and more but easiest is to focus on these few:


The E2, E2000 and E2-X series all can be used for a GDI engine. For forced induction to 10-12# the E2-X, and above 12# the Ultra is really the best design to deal with the challenges. Email direct for ANY questions before ordering so we match the right system and options for the build:
Tech@EliteEngineeringUSA.com and our Engineering and support team will assist and answer any questions. We really want ALL to understand whats involved instead of just "Buy it because we say" Or "So and so has one so I am buying one".


So, here are the main differences:


Our dual valve systems provide FULL time evacuation suction on the crankcase. Only evacuating part time and then allowing pressure to build and vent is never good for any internal combustion engine. That is technology that has NOT been used since the mid 1960's except by those making assumptions and not understanding the critical functions of pulling full time suction on the crankcase so pressure can't build to begin with.


Effectiveness. Our E2-X series holds a US patent and is the most effective on the market period trapping on average 95%. This is no idle boast, it has been demonstrated and proven time and time again. But we still openly challenge ANY other design to a head to head test as we have shared on a regular basis. Take ANY other can and install it on your engine. Then from the other cans outlet, install OUR E2-X can. So we are only getting the vapors that have already passed through the other can first and it has done its best job at separating the substances (water/acids/oil/raw fuel/abrasive soot/ash/carbon) you do NOT want ingested. Starting with both cans clean and oil free, drive as you normally would so driving style is as close to the same throughout the test. 1000 miles minimum, 2000 miles is even more accurate. Then drain each and document what each caught. You will see we trap as much or MORE than the first can no matter who's design it is. This shows how ineffective 99% of all can designs are and do little to benefit the engine. Now clean both and swap so ours is first, and the other design second. Run the same miles and do your best to drive the same way for fairness and accuracy, and drain and see only drops get past ours. That should be all the proof anyone could want, but we provide many more benefits as well.


How it effects the engine oil and wear is also a big deal, and the only way to verify this is through oil analysis: Here is an example of a GDI engine making OVER 20# of boost (so it is subject to far more contamination than a non FI engine) with over 13,000 miles on the oil. As our systems provide full time evacuation (crankcase suction), we are constantly flushing and removing these before they have a chance to settle and mix with your oil. So greatly reducing wear and extending engine life. And it does not matter WHAT make of GDI engine you have, ALL suffer from the issues.




Read the lab techs comments. This is oil condition generally seen at 5k on a GDI engine, and this field tester is over 13,000 miles. NO other can design advertised here can accomplish this, but as we always urge, test for your self and see.


The E2-X Ultra system is good for 1,000 hp and more also.


Questions? Please ask and unlike ALL other designs/companies we are a company built and staffed by actual Engineers and constantly work with industry leaders with testing and R&D. And we share that data and information so members can learn and understand the why and how proper crankcase evacuation works and is critical.


Cheers!!

What am I missing here? You posted a oil analysis of a Ford 2.7 ecoboost motor. How does this pertain to a LT4 engine?

[ZX-10R]

Re-read the post

Here is an example of a GDI engine making OVER 20# of boost (so it is subject to far more contamination than a non FI engine) with over 13,000 miles on the oil.

The point is DI engine running even more boost with low fuel contamination and viscosity still looks good after 13k miles. Kind of hard to believe, but how the owner drove the car is unknown and Blackstone fuel dilution results are suspect in many cases. I prefer Oil Analyzers

Fuel dilution is a major problem with boosted engines. Another reason catch cans are a "must do" mod

[SJFGTO]

Originally Posted by ZX-10R

Re-read the post



The point is DI engine running even more boost with low fuel contamination and viscosity still looks good after 13k miles. Kind of hard to believe, but how the owner drove the car is unknown and Blackstone fuel dilution results are suspect in many cases. I prefer Oil Analyzers

Fuel dilution is a major problem with boosted engines. Another reason catch cans are a "must do" mod

Agreed!!!^^^

[v8]

Just got my E2-X and can't wait to install it. I must say its very good quality.

[Elite Engineering]

Originally Posted by v8

Just got my E2-X and can't wait to install it. I must say its very good quality.

Glad you like it, let us know if you need any help with the installation

[ZX-10R]

One improvement I might recommend is updating the nozzle under the blower. Currently the barbed fitting needs to be ground off to fit, making the hose connection less secure. The MM design is better because you can thread the fitting in first (it's designed to get a wrench on it, and the outlet is at an angle) then you can thread in the barbed fitting

[20Bluezl1]

Originally Posted by ZX-10R

One improvement I might recommend is updating the nozzle under the blower. Currently the barbed fitting needs to be ground off to fit, making the hose connection less secure. The MM design is better because you can thread the fitting in first (it's designed to get a wrench on it, and the outlet is at an angle) then you can thread in the barbed fitting

I was thinking the same thing but is the PCV valve from MM the same as Elite just that the end is angled?

[ZX-10R]

That's the main difference, yes