[Ricco]

Originally Posted by Elite Engineering

Thanks Ricco,



There is no vacuum when you accelerate or got OWT as valve overlap caused reversion spikes cancel it out. That is why our unique system uses two separate evacuation suction sources and lines that are capable of the proper evacuation rate on these engines, and we do not use ours in full race applications. They need a belt driven vacuum pump and vacuum relief valve as shown in this video demonstrating venting VS pulling suction:


This of course is only demonstrating the power gains from pulling suction on the crankcase VS allowing pressure to build and vent.


Now back to our system. Here is how we provide the next best thing for street driven vehicles as most vacuum pumps will not last more than a few thousand miles on the street before we need to replace vanes, seals, and bearings.


We use the intake manifold vacuum for idle, light cruise, and deceleration to provide the suction needed. We use inline billet checkvalves and dual outlets so that as soon as the primary valve detects low or no suction, it closes and the secondary valve opens and uses the suction generated by the venturi effect. This is just in front of the throttle body (upstream) as reversion pulses don't reach past the TB until well over 8k RPM's and we don't spin these street motors that high. We also include (unless the LT1 is factory equipped as the Camaro is) a cleanside separator so we can address the second path of ingestion. As our E2-X design is 95% effective compared to 15-30% for 95% plus of all other designs, there is no more effective solution period for the street. And we stand by that challenge as we have for years. When you let off throttle and IM vacuum returns, the secondary valve closes and the primary valve opens. This provides full time evacuation suction on the crankcase never allowing pressure to build in the first place (unless a breach in the piston/rings/cylinder wall occurs, and many have pinched or broken ring-lands and are not aware). The valves will open and close to always default to the strongest suction source available. We retain an emissions compliant closed system (except we are NOT CARB cert on the planet California yet). We maintain 100% MAF metered air for proper short term fuel trim tuning, and there is a slight increase in power due to the pistons not fighting pressure on the downstroke each cycle.


So, it stops 95% of the oil and other unwanted substances from being ingested. It prevents pressure from building, it is easily reversed/removed if desired, it keeps the engine oil cleaner longer as most of the damage causing combustion by-products are flushed and removed before they can settle and mix with the engine oil VS stock where only at idle, light cruise, and deceleration does evacuation take place. We extend engine life with the removal of these substances (water, raw fuel, sulfuric acid, and abrasive soot/carbon and ash particles) and by removing most of what causes the intake valve coking, the engine retains it's power longer. As most "catchcans" have a capacity of 3-4 oz's vs our 16 oz's, you also have the total functionality of a patented design unequaled in the industry.


As we have a Professional Drag racer on staff with decades of NHRA competition in multiple classes, we also have that edge we don't see from any others. We see plenty of "assumptions", but actual science and facts are what we use. We know all forms of crankcase evacuation from the early history of the automobile to the latest racing technology, because that is who we are.


Let's continue this dialog for the rest that do care to learn. Far too often when we attempt to have an open discussion, as soon as it enters into technical discussion the insults and harassment begin. That does none any good. We have even seen competitors make videos where they took one of our systems, filled it with an epoxy like mix to clog the internals and then show a "flow test" using 1/2 half of the system filled with epoxy. (we eventually got the system returned and could not believe how dishonest this gets to stoop that low).


Ask more, and include race and street applications if you like.

Thanks for the follow up..

However I get all this (above).. I am in no way disputing your can's operation, functionality or ability to remove oil vapors etc. Nor am disputing the need for a closed PCV system for 90+% of the time in a street driven vehicle.

What I am questioning, and what you have dodged so far, is your systems capacity for evacuating large quantities of blowby during WOT pulls on an engine producing upwards of 15psi+ of boost. It now seems to me that the hoses (-6) and fittings used (TB and CAI orifices) would become a flow restriction simply due to their physical size. It's in this situation that seals are blown out, and honestly, I wouldn't want to risk that.

[EDFHOBBIES]

Is the stock system a closed system?

[Ricco]

Originally Posted by EDFHOBBIES

Is the stock system a closed system?

Yes.

[EDFHOBBIES]

okay... So.. the Mighty Mouse uses a PCV diverter just like the Elite... the MM can moves the PCV valve to the can instead of under the blower.. The filter on top of the breather has a flap and only allows relief if the crank case sees more pressure than it should..

So tell me how that's not the same closed setup until excessive pressure was to build up?

[Elite Engineering]

Thanks Ricco,


Sorry for the confusion. I thought we have already answered this, with any big boost FI application you want our E2-X Ultra system with -8 or -10 lines and fittings. It is listed in our previous posts. Is there a reason why you're referencing -6 lines? The Ultra is standard with -8 on request and -10 if desired. All of that said, all is regulated by the fixed orifice size in the valley PCV barb that is slightly less than 1/8" in diameter, so that will always dictate maximum CFM of evacuation flow possible. You will see we also urge those with big boost builds to remove and modify the fixed orifice to a maximum of 1/4" as TurboNetics head of Engineering also advises.


Please let me know how you have been led to believe we use only -6 hose as this is not the case.


Thanks!!


Tech@EliteEngineeringUSA.com

[Ricco]

Originally Posted by EDFHOBBIES

okay... So.. the Mighty Mouse uses a PCV diverter just like the Elite... the MM can moves the PCV valve to the can instead of under the blower.. The filter on top of the breather has a flap and only allows relief if the crank case sees more pressure than it should..

So tell me how that's not the same closed setup until excessive pressure was to build up?

That's exactly what it is, why would I tell you it is different? If you would actually read any of the posts, you would see that is exactly how I described it earlier.

[Ricco]

Originally Posted by Elite Engineering

Thanks Ricco,


Sorry for the confusion. I thought we have already answered this, with any big boost FI application you want our E2-X Ultra system with -8 or -10 lines and fittings. It is listed in our previous posts. Is there a reason why you're referencing -6 lines? The Ultra is standard with -8 on request and -10 if desired. All of that said, all is regulated by the fixed orifice size in the valley PCV barb that is slightly less than 1/8" in diameter, so that will always dictate maximum CFM of evacuation flow possible. You will see we also urge those with big boost builds to remove and modify the fixed orifice to a maximum of 1/4" as TurboNetics head of Engineering also advises.


Please let me know how you have been led to believe we use only -6 hose as this is not the case.


Thanks!!


Tech@EliteEngineeringUSA.com

Errr.... Because that's what it says on your website. I see a couple of mentions of -8 fittings but that's it, nothing on the order section.

Besides, that doesn't address the orifice size at the valve covers, TB inlet, or CAI pickup.

[Elite Engineering]

EDFHOBBIES


I'm sorry, if there's still some confusion, I think we went through this before


First off, how does the MM provide additional evacuation suction like we do to prevent pressure from ever building in the first place? Yes, they allow pressure to build at full boost and vent to the atmosphere. Illegal in all 50 States as well as it 100% gives grounds to void a warranty if that's a concern. Next is, why do you install a "catchcan"? It is to STOP the oil ingestion. As the MM allows close to as much or more to "pass through" and still be ingested where the E2-X stops app. 95%....so how is that an advantage? How is any of that an advantage? It is impossible with the E2-X system to allow pressure to build as the cleanside separator is also a failsafe that makes this impossible. But instead of venting to the atmosphere, it vents into the main air intake but scrubs oil form the vapors preventing ingestion.






Ricco, we have went over in detail in most of our posts on the hose size and making SURE to email our tech support before ordering to make sure the proper system and options are chosen for the applications as there is no "one size fits all". We also include pictures showing -10 lines on big power builds:












This is good to have this clarified as there seems to be so much disinformation it appears being spread.


So, I hope we clarified uch of this. In summary, here are the differences:


E2-X traps 95% vs less than 50% (take the challenge yourself and see first hand).


E2-X comes with the CSS for applications without a factory CSS. LT4 does not come with one.


E2-X makes it impossible for pressure to build period.


E2-X uses a secondary evacuation suction source to increase capabilities when needed most, at WOT/Full Boost.


E2-X can be ordered with -6,-8, or -10 fittings and lines. ALWAYS email our Technical Support group at: Tech@EliteEngineeringUSA.com to make sure you are choosing the correct system for your build/application. The E2-X Ultra should be used any time power is above 600hp.


No other system is more effective than our patented design in the E2-X line.


Cheers!!!