[Goohead]

Part # for he fitting?

[brettman]

Originally Posted by Goohead

Part # for he fitting?

Vibrant 11222. Have to paint it. But a more inexpensive way is, Hardware store
Brass 3/8 male pipe, 45 degree, 3/8 female pipe, screw included (from kit) nylon barb fitting into 45.

EXAMPLE:
http://www.ebay.com/itm/Solid-Brass-...oAAOSwH71XPcl2

[Elite Engineering]

For a turbo or centrifugal supercharger you must (to do it properly) have full time evacuation, and as the intake manifold is pressurized with boost, you only have vacuum present from it for evacuation at idle or deceleration, so it is critical to have a dual evacuation suction source system or the rest of the time the contaminants entering as blow-by settle and mix with the engine oil accumulating in the crankcase accelerating wear. You also want a main separator that traps most all of the oil mist and other compounds and were at 95% plus with the E2-X series. Most cans available will only come in around 15-30% ma in effectiveness allowing the rest to be ingested.





Email our Technical Support team with more questions: Tech@EliteEngineeringUSA.com


Do it right and protect the engine!!

[brettman]

Originally Posted by Elite Engineering

For a turbo or centrifugal supercharger you must (to do it properly) have full time evacuation, and as the intake manifold is pressurized with boost, you only have vacuum present from it for evacuation at idle or deceleration, so it is critical to have a dual evacuation suction source system or the rest of the time the contaminants entering as blow-by settle and mix with the engine oil accumulating in the crankcase accelerating wear. You also want a main separator that traps most all of the oil mist and other compounds and were at 95% plus with the E2-X series. Most cans available will only come in around 15-30% ma in effectiveness allowing the rest to be ingested.





Email our Technical Support team with more questions: Tech@EliteEngineeringUSA.com


Do it right and protect the engine!!

WELL, Thank you, HUMM. I know (old guy) DI don't wash intake. So your saying this catch can is a bust??

[Dysan911]

Originally Posted by Elite Engineering

For a turbo or centrifugal supercharger you must (to do it properly) have full time evacuation, and as the intake manifold is pressurized with boost, you only have vacuum present from it for evacuation at idle or deceleration, so it is critical to have a dual evacuation suction source system or the rest of the time the contaminants entering as blow-by settle and mix with the engine oil accumulating in the crankcase accelerating wear. You also want a main separator that traps most all of the oil mist and other compounds and were at 95% plus with the E2-X series. Most cans available will only come in around 15-30% ma in effectiveness allowing the rest to be ingested.





Email our Technical Support team with more questions: Tech@EliteEngineeringUSA.com


Do it right and protect the engine!!

When under boost where is the secondary vacuum source coming from?

I'm using a vented Mighty Mouse Solutions catch can and a check valve inline to the clean side. Under vacuum conditions the can works like any traditional oil catch can. Vacuum pulling and trapping crankcase vapors, etc into the catch can.

However, under boost the check valve prevents pressurized air entering the can and crank case pressure is free to vent through the top of the catch can. Once the vacuum is restored the can draws via vacuum as before.

[Mishimoto]

Originally Posted by brettman

Thanks Nick, It wasn't a big issue. I bought a 45 degree fitting for in port on the can. Mock up fit, everything looks good. It will be a very clean, and welcome mod to my car. Just wanted to give a heads up to other Camaro owner with some supercharger, that a fitting would be needed for a smooth install. Thanks for your concern, I will post pics after install.

Looking forward to seeing what you came up with!

-Nick

[Elite Engineering]

Dysan0911, that is the issue. You are only evacuating when in non-boost. The rest of the time your allowing pressure to build and seek to equalize out that breather so no evacuation is taking place, and pressure cannot flow to equalize unless it is greater behind the breather.

That technology was outdated in the early 1980's when racing adopted vacuum pumps. While a vacuum pump is the absolute best solution, we take the secondary suction generated at the turbo/sc Inlet by the Venturi effect of the incoming flow past the Venturi fitting for in boost evacuation suction. So it provides full time evacuation. As your doing it your leaving most all of the contaminants entering as blow-by in the crankcase as well as creating a condition referred to as "Ring Flutter". Piston rings are designed to seal properly and maintain stability with suction below, and pressure above them. So by allowing pressure to build to begin with, you create all sorts of issues shortening engine life over time as well as creating more blow-by than you normally would.

No Professional racing "Vents", they all pull suction/vacuum at all times. In the event you may have a ring/piston/cylinder seal issue our system allows free release of pressure at that time through the cleanside separator.

[oneredry]

Originally Posted by Elite Engineering

Dysan0911, that is the issue. You are only evacuating when in non-boost. The rest of the time your allowing pressure to build and seek to equalize out that breather so no evacuation is taking place, and pressure cannot flow to equalize unless it is greater behind the breather.

That technology was outdated in the early 1980's when racing adopted vacuum pumps. While a vacuum pump is the absolute best solution, we take the secondary suction generated at the turbo/sc Inlet by the Venturi effect of the incoming flow past the Venturi fitting for in boost evacuation suction. So it provides full time evacuation. As your doing it your leaving most all of the contaminants entering as blow-by in the crankcase as well as creating a condition referred to as "Ring Flutter". Piston rings are designed to seal properly and maintain stability with suction below, and pressure above them. So by allowing pressure to build to begin with, you create all sorts of issues shortening engine life over time as well as creating more blow-by than you normally would.

No Professional racing "Vents", they all pull suction/vacuum at all times. In the event you may have a ring/piston/cylinder seal issue our system allows free release of pressure at that time through the cleanside separator.

if you have a "plug and play" design for say a Maggie set up. I'd sure buy it.

[Dysan911]

Originally Posted by Elite Engineering

Dysan0911, that is the issue. You are only evacuating when in non-boost. The rest of the time your allowing pressure to build and seek to equalize out that breather so no evacuation is taking place, and pressure cannot flow to equalize unless it is greater behind the breather.

That technology was outdated in the early 1980's when racing adopted vacuum pumps. While a vacuum pump is the absolute best solution, we take the secondary suction generated at the turbo/sc Inlet by the Venturi effect of the incoming flow past the Venturi fitting for in boost evacuation suction. So it provides full time evacuation. As your doing it your leaving most all of the contaminants entering as blow-by in the crankcase as well as creating a condition referred to as "Ring Flutter". Piston rings are designed to seal properly and maintain stability with suction below, and pressure above them. So by allowing pressure to build to begin with, you create all sorts of issues shortening engine life over time as well as creating more blow-by than you normally would.

No Professional racing "Vents", they all pull suction/vacuum at all times. In the event you may have a ring/piston/cylinder seal issue our system allows free release of pressure at that time through the cleanside separator.

Interesting. I am curious though. My Procharger had me drill a 3/8's vacuum port into the top of my K&N Filter. This filter is connected to the inlet side of the procharger headunit. A hose is attached to the vacuum port and routed around the back of the engine up to the PCV Reservoir. I don't know what the reservoir does but there are a couple other hoses connected to it. I wonder if that is providing the Venturi vacuum source you mentioned during boost.

THanks!
B.

[brettman]

Originally Posted by Mishimoto

Looking forward to seeing what you came up with!

-Nick

YA, This is were R&D is. This Camaro kit needs instruction. The 90 degree fitting on the stock manifold, Is needed (see pic) Your hoses WILL NOT CLEAR.
The OEM (90 degree fitting) on your hose kit will worK

The last pic (covered, I'm waiting on the fitting)

[gippy87]

also an option is to have a venturi fitting welded into the exhaust so you're always pulling vacuum but instead of using your intake and sucking in contaminated crank case gases you just blow it out the exhaust

[waterman]

[Atomic Ed]

Originally Posted by Dysan911

When under boost where is the secondary vacuum source coming from?

Just to be clear here, this issue only comes up with the centri/turbo setups

On my E-Force, and I think it's the same for the Heartbeat (Whipple also?) the valley PCV plugs into the SC right behind the throttle body, but before the rotor assembly. You always have vacuum there and a simple, in-line catch can should work. What am I missing here?

[Dysan911]

After thinking about this more. A good 2nd source of vacuum for Centri/Turbo would be the inlet pipe on the Procharger. Tee that in between a check valve and the clean side of the Catch can and there should now be 2 Vacuum sources. WHen the intake vacuum goes away due to boost the Secondary source should take over.