Catch can.. Vented or Sealed

[RupertPupkin]

The car is cammed and ive been researching if I should use a sealed unit, or 1 with a filter on top. I read somewhere that if I used a can with a filter on top, itll create a vac leak. Thoughts on this?

[Trob85]

Sealed pcv type should work you really don't need a vented one unless you road race or have a boosted application. If you're just driving around even getting on it once and awhile you won't see a bunch of pressure that a pcv type system can't keep up with. That being said if you get a reputable system that is vented, like Mighty Mouse, you won't have to worry about them leaking they're very well built.

[RupertPupkin]

But doing a vented system should work just fine right? Wont create a vac leak. Im doing vented setup for my c6z since thatll be boosted, so thats a no brainer right there.

[Elite Engineering]

You first must understand the functions of your PCV system and once you do, you would never want to "vent". To vent means you are allowing pressure to build in the crankcase to begin with, and that is never good. You want to pull evacuation suction at all times not only because your low tension piston rings cannot seal properly unless there is pressure above and suction below, but it is also defeating much of the contaminate removal from the crankcase that keeps your engine alive. The misunderstanding of what the PCV system does is widespread. So here is what the PCV system does, and only one of the functions is pollution related, everything else it does is to remove damaging compounds that enter as blow-by from the crankcase before they can settle and contaminate the engine oil and wear internal components.

Filtered MAF measured fresh air enters one portion of the crankcase to flush and make up for the damaging compound laden vapors being evacuated (removed) from the opposite portion. So you never want to defeat these processes.

Now on to pressure. If you allow pressure to build in the crankcase to begin with your creating a condition called "ring flutter" that not only allows more blow-by, but less power due to this breach. Then your pistons are fighting that pressure on the down stroke of each cycle. You cannot eliminate this pressure by "venting" unless the vents are as large as the volume being vented. You want to add an additional evacuation suction source like the Elite E2-X system does. It uses the intake manifold vacuum to provide proper evacuation suction when at idle, cruise, and deceleration when vacuum is present in the IM.

Then, we use 2 special check valves so you tap into the area just in front (upstream) of the throttle body for a good suction source for when your accelerating or at WOT when there is no intake manifold vacuum due to the reversion pulses caused by cam lobe overlap. This way no matter what you are always pulling suction on the crankcase and never letting pressure build to begin with. This not only reduces parasitic power loss from the pistons fighting pressure, it also is removing the damaging combustion byproducts at all times as soon as they enter the crankcase and are still in a gaseous state.

The check valves will automatically default to the strongest suction source eliminating pressure from ever building to begin with. More power, less wear to the engine, oil remains cleaner and contaminate free longer, and fuel economy improves from 1-3 MPG due to the reduced KR from the oil mist and other contaminates from the intake air charge. The Elite E2 and E2-X line of Catch Cans are the most effective "catch cans" on the market period, and we stand behind that claim with the "Elite catch can challenge". You install the E2-X can inline AFTER any of the other cans promoted on this forum starting with both clean and oil free, and the E2-X will trap as much or more than most any other can AFTER that can has done its best. Then after say 1000 miles, both cans are cleaned and the order reversed, and almost no oil gets past the E2-X showing you can't find a more effective solution period. Let us know of any questions you may have on anything of a technical nature related to proper crankcase evacuation and air/oil separation. ALL Elite systems retain a closed emissions compliant PCV system and greatly improve the function of the OEM PCV system (no California CARB cert yet).

[RupertPupkin]

Soooo... vented.. lol

[camaro500]

Originally Posted by Elite Engineering

You first must understand the functions of your PCV system and once you do, you would never want to "vent". To vent means you are allowing pressure to build in the crankcase to begin with, and that is never good. You want to pull evacuation suction at all times not only because your low tension piston rings cannot seal properly unless there is pressure above and suction below, but it is also defeating much of the contaminate removal from the crankcase that keeps your engine alive. The misunderstanding of what the PCV system does is widespread. So here is what the PCV system does, and only one of the functions is pollution related, everything else it does is to remove damaging compounds that enter as blow-by from the crankcase before they can settle and contaminate the engine oil and wear internal components.

Filtered MAF measured fresh air enters one portion of the crankcase to flush and make up for the damaging compound laden vapors being evacuated (removed) from the opposite portion. So you never want to defeat these processes.

Now on to pressure. If you allow pressure to build in the crankcase to begin with your creating a condition called "ring flutter" that not only allows more blow-by, but less power due to this breach. Then your pistons are fighting that pressure on the down stroke of each cycle. You cannot eliminate this pressure by "venting" unless the vents are as large as the volume being vented. You want to add an additional evacuation suction source like the Elite E2-X system does. It uses the intake manifold vacuum to provide proper evacuation suction when at idle, cruise, and deceleration when vacuum is present in the IM.

Then, we use 2 special check valves so you tap into the area just in front (upstream) of the throttle body for a good suction source for when your accelerating or at WOT when there is no intake manifold vacuum due to the reversion pulses caused by cam lobe overlap. This way no matter what you are always pulling suction on the crankcase and never letting pressure build to begin with. This not only reduces parasitic power loss from the pistons fighting pressure, it also is removing the damaging combustion byproducts at all times as soon as they enter the crankcase and are still in a gaseous state.

The check valves will automatically default to the strongest suction source eliminating pressure from ever building to begin with. More power, less wear to the engine, oil remains cleaner and contaminate free longer, and fuel economy improves from 1-3 MPG due to the reduced KR from the oil mist and other contaminates from the intake air charge. The Elite E2 and E2-X line of Catch Cans are the most effective "catch cans" on the market period, and we stand behind that claim with the "Elite catch can challenge". You install the E2-X can inline AFTER any of the other cans promoted on this forum starting with both clean and oil free, and the E2-X will trap as much or more than most any other can AFTER that can has done its best. Then after say 1000 miles, both cans are cleaned and the order reversed, and almost no oil gets past the E2-X showing you can't find a more effective solution period. Let us know of any questions you may have on anything of a technical nature related to proper crankcase evacuation and air/oil separation. ALL Elite systems retain a closed emissions compliant PCV system and greatly improve the function of the OEM PCV system (no California CARB cert yet).

Guys, Elite has this covered 100%. I'm going centrifugal in a month and running their E2-X ultra setup for it. Best way to keep everything in the motor sealed (blow-by) and clean!