[FrostySS]

Thank you, that's what I didn't understand. I appreciate the help

[Dysan911]

Also put the one way check valve between your intake and the MM Catch can.

Think of it this way. While your not in boost it's pulling a vacuum on your catch can and doing it's job but when you introduce boost into your intake you want the check valve to block airflow in the direction towards the catch can.

You should have a hose now running from the intake to the MM Catch can. SImply cut it in half and install the one way Check valve pointing towards the intake. (Little arrow on it that indicates the direction of flow)

https://www.amazon.com/Automotive-le...dDbGljaz10cnVl

[FrostySS]

Just ordered the one from Jannetty.

[Elite Engineering]

OK, hope this helps as this thread is going in all direction EXCEPT the proper way to deal with air/oil separation and crankcase evacuation.


First off, if you look at the average "catchcan" it cannot be used with a centrifugal SC or a turbo system. It will rely on intake manifold vacuum alone to evacuate (and pull suction on the crankcase) and there will only be vacuum present at idle, and during deceleration. The rest of the time your pushing pressure through the can and into the crankcase. Now, some mention breathers or venting. Why in the World would you want to allow pressure and then release it? The ONLY proper way is to provide a system that allows full time suction on the crankcase so pressure can never build to begin with. And that's what our E2-X Dual valve system is designed for. It uses IM vacuum at idle and deceleration, and the rest of the time uses vacuum generated by the Venturi effect from the inlet side of the turbo or Centri head unit just Like GM started doing with the 2.0T turbo engines in the ATS and Camaro 6th Gen. GM does not use the IM vacuum like we do, so the 2.0T only evacuates under boost, but not at low RPM's, etc. For over a decade we have been using BOTH vacuum sources and a series of checkvalves so no matter what mode of operation, pressure can not build in the first place!


The checkvalve will automatically default to use the strongest suction available no matter what mode of operation. Then look at the effectiveness of the can design. No other design even traps 50% of what enters it, and our Patented design traps approximately 95% so you wont find a can that even comes close, and anyone can do the test for themselves and see first hand. That's why we still put forth this challenge. Take ANY other can design. Start with both cans clean of all residue. Place our E2-X can AFTER the other can and drive 1000 miles. Empty both cans and document what each caught. You will see our design traps as much as 2-3 times the first can inline, and that's AFTER the vapors already traveled through the first can. Now clean both of all residue and reverse the order so our design is first, and the other can is second inline. Drive the same miles, and drive the same style so all is as equal as possible. Only drops get past ours to be caught in the other can. That simple. No games, just first hand proof instead of all the assumptions.


Questions? Ask them on anything of a technical nature.


Here is one of the common ones:


What happens if a piston ring is damaged and allows in excessive blow-by? The LT1's factory cleanside will simply vent it into the main intake tube AFTER the CSS traps suspended oil vapors instead of into the engine compartment.


So you never want to allow pressure to build and vent. This causes piston ring flutter, increased blow-by, less power, and as all late model engines are built from the factory with low tension rings, and they rely on suction below, and pressure above to maintain stability and proper seal.


One step further is NO form of Professional racing uses breathers. Learn from the Pro's. The only time breathers are used is if a specific class prohibits a crankcase evacuation system like Stock and SuperStock in NHRA and IHRA. And then we have to change oil after every race to prevent engine damage and wear. BREATHERS have not been used in decades due to all the negative issues they cause, but the self taught tuner shops sure seem to, and no good comes from them. Education is key. Understanding all that is involved and is far to often ignored is critical.


Cheers!!

[KingLT1]

Originally Posted by Dysan911

Also put the one way check valve between your intake and the MM Catch can.

Think of it this way. While your not in boost it's pulling a vacuum on your catch can and doing it's job but when you introduce boost into your intake you want the check valve to block airflow in the direction towards the catch can.

You should have a hose now running from the intake to the MM Catch can. SImply cut it in half and install the one way Check valve pointing towards the intake. (Little arrow on it that indicates the direction of flow)

https://www.amazon.com/Automotive-le...dDbGljaz10cnVl

I agree...this is one of the differences with setting up the catch can with a Centri.

[ParisTNDude]

Originally Posted by KingLT1

Although I am PD, I still run the Mishi catch can with a Metco valve cover breather. Boost is boost regardless if it's Centri or PD and Ideally you want to be able to vent the excess crank case pressure to atmosphere so it's not pushing on the engine seals.

On your advice, I bought a Metco breather today very nicely priced from JEGS. I had no idea there were some with and some without a check valve, so I'm on hold with them waiting on a response from the tech guys.