Quote:
Originally Posted by Elite Engineering
The only instance even close was the one thread, and the tech in that case misdiagnosed it all. The engine was fine as the owner shut it down as soon as the DIC oil pressure warning came on, and he had it towed to the dealer. He was lucky the tech did not damage the engine running it with no oil pressure as it turned out to be only the oil pump, one of the most common failures of the LS engines. Other than that case, which the tech and dealer were as incompetent as any ever, never been blamed, and that is the ONLY case we have ever seen documented in all the years, and 10's of thousands of the cans in use. There actually are very few dealers that will cause trouble as more become educated on the Elite cans functions and retaining a closed system that could not have any impact actually, or legally (if the person ever facing such, which we doubt or there would have been more cases of denial, pursued it with help from the FTC and a Mag.Moss act law firm.) . There are more and more dealers signing up to become Elite dealers all the time.
It is amazing how blown out of proportion and how the story has changed and morphed when you read other forums on the one case, and even here, where it was all documented and followed by MrStacey, the actual outcome seems to have been lost.
Final end of the story was the engine turned out to be fine. The owner that endured all the hassle from his dealer and GM (That dealer I would not trust to change my oil personally if the tech misdiagnosed and tried to sell him a new motor) ended up changing, or having help changing the oil pump himself and all was fine. Can still run on his car.
That said, there are many cans out there that due break the closed system, reduce or defeat some or most of the functions of the PCV system that would be grounds for voiding, and will cause damage or shortened engine life over time.
ALL Elite Engineering USA cans retain or actual improve all functions of the factory PCV system and are designed to be in compliance of emissions reg's. CA has the CARB cert that we do not have though.
Anyone with any technical questions on any of this, just ask and were happy to explain all in detail. The PCV system is so misunderstood, and there is not much accurate info available for the consumer to learn.
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Can you explain the purpose and benefits of the additional exit port on the new (two exit port) E2X catch can compared to the original (one exit port) E2 catch can? Also, are the billet check valves that you now offer beneficial on a N/A application?
According to the RX catch can installation video on Youtube, the second exit port is designed to go into a hole drilled into the intake just before the TB and the check valve is installed on the vacuum line leading to the port on top of the intake manifold.
Since I have the original (one exit port) E2 catch can with clean-side separator, would upgrading to the new (two exit port) E2X with check valves be beneficial for a N/A LFX?