[oneredry]

Prior to me installing my Maggie supercharger /w intercooler package. I ran the mishimoto catch can. now that I've installed this I'm still worried about the excessive oil. that said, I believe Ted did one to one of his customers cars. I'm also checking out the 1LE threads and one guy mentioned this.. http://www.mightymousesolutions.com/...9-a5b5d8d45846..

Now, I'm a huge fan of a clean engine bay, so by me installing my orginal mishimoto catch can (which I'm not sure it will support 550+HP) by relocating it to a different area will work (due to the default lines it comes with ect.) I'm also not convinced that the factory catch can will be sufficient either. (hence why people are putting this additional add on in the first place). How are we over coming this and what are we doing about it??

[Goertz]

We're releasing one next month that will vent to atmosphere and drain back to your oil pan. It will replace the plastic factory one on the left side of your throttle body.

[Elite Engineering]

First, you need a system design just for the needs of a FI engine like yours, and to understand the can that GM includes is for cleanside only. It has nothing for the dirty/foul side. Then, what is caught in these is not pure clean oil but on average has this make up of the contents when spun in a centrifuge and analysed:


App 70% is water and sulfuric acid. 23% is raw fuel (on GDI engines many times the amount of raw fuel washes past the rings entering the crankcase on GDI engines due to the intense pressures required to introduce the fuel directly into the combustion chamber just before TDC of the compression stroke. 2,000-3,000 PSI at WOT vs 45-55 of the port injection engines of the past. Then 7% is oil saturated with abrasive particulate matter. To return ANY of this to the crankcase is a sure recipe to engine component failure over time. The PCV system performs several critical functions only one of them being pollution related.


Your top mount PD blower replaces the intake manifold so unlike a turbo or centrifugal SC system it does provide full time evacuation suction from the intake portion of the plenum, so the main requirements are a properly sized main separator for the size of the crankcase volume, the CFM of flow, and the capacity to properly accommodate that flow. For a 500-600 HP forced induction system you need a air/oil separator with over 20 oz's of internal size or much of the separated liquid will be picked up and pulled through it due to the Bernoulli Principals lift. So our Standard E2-X that is properly sized for a NA 6.2L engine will be on the small side as it is 16 oz's. Our Ultra version is 32 oz's and capable of addressing the needs of over 1000 hp forced induction. It provides full time evacuation never allowing pressure to build to the point of venting like some do helping maintain ring stability and seal under boost where anytime you allow pressure to build causes rung flutter and seal issues (today's low tension rings require suction below and pressure above to maintain proper seal and stability and any vented system relies on the premise that your going to accept pressure building and being present. Not good in any application and not used in any Professional racing classes in any motorsports. All use vacuum systems for not only ring seal and stability, but removal of the contaminates entering as blow-by reducing wear and damage. Watch this video...the dual valve Elite systems when configured properly emulate these vacuum pumps but for street use. This demonstrates only the added power from better ring seal and stability, but is clear the difference from allowing the engine to just vent VS evacuating it:


https://www.youtube.com/watch?v=-7bGshirEKI&t=27s


So, you will with our system run a line from the valley cover foul side barb to the center of our system's main separator. This is where the foul contaminate laden vapors exit the engine. One of the outlets on our can w/checkvalve inline flowing away from the can will run to the main vacuum barb on the blower. This will provide the evacuation suction at all times. Then to add additional evacuation suction when needed most, under WOT, you run a line from the second outlet w/valve inline flowing away from the can to a barb you install just in front (upstream) of the throttle body. And the valves will open as needed to always provide sufficient suction to never allow pressure to build and become present in the first place (unless of course a ringland is pinched or broken allowing a path for excessive blow-by).


The factory cleanside separators are adequate to handle the cleanside needs on these new Gen 6's when included. Not sure which performance packages include them, but the clean/fresh air enters the crankcase from the main air bridge first through the small one located at the inner radius of the intake coupler. It travels through this small one and then enters the main one mounted on the front of the passenger cylinder head where it splits and enters both valve covers flushing and replacing the foul contaminate laden vapors being drawn out the valley barb. If yours does NOT have this option from the factory, then you will need our billet cleanside separator and bridge the valve covers.


Hope this helps as there are so many outright wrong ways people are attempting to deal with this and the results are damaging over time to your engine. Not understanding the functions of the PCV system and proper crankcase evacuation is rampant with tons of products for sale that take none of what needs to be considered into the design. Buyer beware is the best advice, and we have taken the stance a few years ago to adopt an educational service to help people understand the technical aspects of all involved. Most are just going on assumptions. We employee actual Engineers including an Automotive Engineer with decades of experience in the PCV systems the automakers use as well as performance applications from street to all out Professional racing of many types and classes.


Have more technical questions? You can always email our technical support team direct at: Tech@EliteEngineeringUSA.com We are committed to not only provide the best, most effective systems available for any application, but to go further and offer in-depth education and actual data supporting what we share.


Do it once, Do it right, Elite Engineering USA.

[JoeAyalaM]

Originally Posted by oneredry

Prior to me installing my Maggie supercharger /w intercooler package. I ran the mishimoto catch can. now that I've installed this I'm still worried about the excessive oil. that said, I believe Ted did one to one of his customers cars. I'm also checking out the 1LE threads and one guy mentioned this.. http://www.mightymousesolutions.com/...9-a5b5d8d45846..

Now, I'm a huge fan of a clean engine bay, so by me installing my orginal mishimoto catch can (which I'm not sure it will support 550+HP) by relocating it to a different area will work (due to the default lines it comes with ect.) I'm also not convinced that the factory catch can will be sufficient either. (hence why people are putting this additional add on in the first place). How are we over coming this and what are we doing about it??

That MM can, does the same as the Mishimoto, goes from Valley Plate (PCV) to Intake, but has a different mounting location. How is that connection now in your engine? I believe you should be able to mount , reroute and reconnect it.

[oneredry]

Originally Posted by JoeAyalaM

That MM can, does the same as the Mishimoto, goes from Valley Plate (PCV) to Intake, but has a different mounting location. How is that connection now in your engine? I believe you should be able to mount , reroute and reconnect it.

well, by me adding this I took the catch can out of the equation completely. This of course until I find a rectification of this. a user here, LesBear, sent me some pictures of how he has it. and the MM set up and how he has it are identical. However, running it while the supercharger is on is going to be quite the challenge. as its extremely tight. I geuss just how I like it... jk..