[Elite Engineering]

Originally Posted by hesster

Plumbing a catch can on a normally aspirated engine is is a relatively straightforward thing - foul vapors in from the crankcase (or one valve cover to the inlet), and purged air from the exit of the can back into the engine. The idea is simply to scrub out the foul crankcase vapors that junk up your engine and circulate purged and filtered air within the engine, and ideally it remains as a "closed" system.

BUT - WITH A SUPERCHARGER, things can be a little different as to how to connect or plumb it. First of all, the ideal setup is to upgrade to something like a Elite Engineering E2 can with dual outlets and check valves, and also incorporate a Clean Side Separator. I saw a few different ways members had plumbed their Catch Cans on a Supercharged build, and some were backwards, wrong, and not really doing the best job as intended. Thanks to Jason of Elite for clarifying the correct system to use and how to plumb it the right way on my Whipple Blown LS3.

Go with this system or even the E2-X: 2nd Gen E2 Can - 2010+ Camaro LS3, E2 Dual Exit, Hockey Stick Mount, Black AN Fittings & Rubber Hose Finishing Ends, Double Exit Check Valves, and the add Clean Air/Oil Separator Option. Connect The Drivers Side PVC Valve Cover Connection to the Center Inlet of the Can. Disconnect the hose connection at the Passenger side Valve Cover and cap the Barb (this connection for me is in the middle of the Passenger Valve Cover with a quick connect attached to a pipe). Run this hose which comes from the Whipple Air intake tube to the CSS Barb on the Separator (which replaces the Oil Cap). Run one exit port from the catch can with a inline check valve to the PVC Barb on the LH side of the blower (for me it is the center of the 3 ports and is currently connected with a quick connect fitting from this port to the rear of the Drivers side Valve Cover Port). Lastly, connect the 2nd exit port from the can with a in-line check valve to a barb installed into the main intake air tube just in front of the throttle body (close as possible to the TB, the CSS hose must be closer to the MAF).