All gasoline engines can benefit from proper PCV vapor evacuation and the removal of oil mist. You only want air and fuel in the combustion chamber and an RX oil separating catch can system is the solution. Our system uses constant vacuum to pull the PCV vapors out of the crank case and once they coalesce the harmful deposits are left behind such as sulfuric acid, unburned fuel, oil mist and water. These compounds are what build up on the valves, this is known as valve coking. In boosted vehicles the intercooler will ingest some oil and water as well.
Because the owner of the vehicle is required to take the extra step during regular oil changes or more frequently in cooler climates. The trend is “zero maintenance” in the automotive market space.
The average is 1-3 miles per gallon depending on the vehicle application.
For starters they both occupy the same space so you can only run one or the other. The RX 1LE style clean side separator prevents oil back flow that may come through the clean side of the engine further preventing oil ingestion. Anytime the throttle is open more than 2/3, reversion pulses cancel any measurable vacuum inside the intake manifold. The PCV system at this time stops evacuating and pressure builds in the crankcase pushing oil vapors backwards out the clean side inlet allowing ingestion. The 1LE clean side separator intercepts these harmful vapors and allows only metered filtered fresh air into the engine so as not throw the ECU off. Allowing unmetered air into the combustion chamber may cause rough idle and other issues regarding fuel trim. The off-road breather is for off road use only, we offer it in three styles, no one way check valve, one way in and one way out. The only off-road breather that is EPA emissions compliant is the one way in however that air still isn’t metered.
You could, but there are several reasons why you shouldn’t. It’s bad for the environment; it’ll make a mess of your engine compartment and let metered air out of the PCV system.
You could but without a properly designed baffling system and coalescing chamber, it most likely will be ineffective.
That’s going to be slightly different for each vehicle, we have instructions listed HERE for your vehicle. If you don’t see your vehicles instructions listed, just contact us.
That’s completely up to you. Some of the most common places for mounting catch cans are in front of or behind the radiator or on the firewall but your instructions will suggest an optimal place.
An oil separating catch can system is a must for any modern DI (direct injection) engine. In 2008 auto manufactures in the US market began implementing direct injection in most vehicles for better fuel economy and more power in smaller displacement applications. This is how the math works… creating more power with direct injection in a smaller displacement engine equals better fuel economy. This was a huge step in the right direction for auto manufacturers however the direct injection system sprays fuel directly into the combustion chamber and doesn’t wash the valves as it did in previous injection system designs. This means that sulfuric acid, unburned fuel, water and oil in the form of PCV or positive crankcase vapors that coat the valves builds up which is referred to as valve coking. These harmful contaminants are what get past the pistons in the engine as blow by so proper crankcase evacuation is critical. This results in a loss of fuel economy and power over time.
An oil catch can system solves this problem by using vacuum already present in the engine and evacuating harmful PCV vapors, trapping them in the can to be drained later during regular oil change intervals. The RX system also incorporates a clean side separator that replaces the standard oil fill cap and further ventilates the crank case with fresh filtered air and prevents oil back flow to the intake. The RX oil separating catch can system restores fuel economy and extends engine life.
Single Valve Catch Can – The single valve catch can is for naturally aspirated engines that aren’t driven with performance in mind. In other words, non-boosted applications, meaning they do not have a supercharger or turbo system.
Dual Valve Catch Can – The dual valve catch can is necessary in forced induction engines and engines that have been modified with a focus on performance driving. If a vehicle is boosted with a supercharger or turbo system or has been modified for high output it requires the dual valve system.
Monster Catch Can – The Monster can is a higher volume can and should be used in forced induction applications with more than 15 lbs. of boost pressure. We also recommend the higher volume Monster can for those that live in colder climates with winter temperatures reaching below 45 degrees Fahrenheit. Colder temperatures with more moisture in the air will cause the can to fill faster, with a bigger can the less you’ll have to drain it.
The Ford F-150 EcoBoost is an amazing truck, the small displacement engine with twin turbos is a monster! Yet there is an inherent issue that can be dangerous due to the design and placement of the CAC (intercooler). Condensation accumulates in the intercooler very quickly, as much as a quart has been drained in under 10,000 miles. In just 1,000 miles this issue has been known to rear it’s ugly head. At wide open throttle (e.g. entering a highway, passing a vehicle) when the vehicle is in boost the turbos build pressure and push the water in the intercooler into the combustion chamber. This extinguishes the spark and makes the engine stumble and may even cause the engine to shut down and go into limp mode. This requires you to pull off to the side of the road and restart the vehicle. Our catch can system extracts the water, unburned fuel, oil & sulfuric acid out of the crank case before it can collect on vital engine components.
In the popular GM 3.6L V6 engine (2013 and older) the PCV barb is known to clog and cause catastrophic failure to an inability to relieve crank case pressure. It was discovered that by gently pulling the barb out with a pair of pliers and enlarging the top and bottom orifices to the specs outlined here, the issue is resolved. GM made the update in 2015 and newer engine versions.