Spoke with Tracy on Friday and placed my order for there catch can and a b&m supercooler for the trans.

Can`t wait to get them.

 

Bumping this up to keep the thread going.

 

Another, although more expensive solution, is to trade in your car and get a Z06. The dry sump oiling system with it's different PCV system design seems to eliminate this problem.

Along with eliminating the problem you also get a quantum leap in performance for the large additional expenditure.

 

Now THAT'S the stimulus packge we all need!

 

This is not true. The Z06 is reported to burp oil thru the fresh air line into the intake bellow. Track guys are intentionally draining 1/2 qt to alleviate this problem. I will likely run a can in this line to catch the burping oil


DH

 

Seems to me if the "problem" is fixed by draining a half a quart of oil out of the system there is too much oil in the first place most likely caused by overfilling and getting the oil level in the dry sump tank up to or over the fresh air line input.

If the problem is caused by sloshing in the dry sump tank no matter what the oil level a different tank with with better baffling would be a much better solution for road racing. Either that or a very low crack pressure check valve in the line.

 

Kinda pricey (!) but probably very good !

http://www.conceptualpolymer.com/new_page_1.htm

 

I have an 06 Z and it breathes a little oil into the manifold like all the other LS engines. There is simply a mist of oil in the engines air, suck this air into your intake manifold and some of the oil will condense on the manifold's surfaces leaving the manifold wet with oil. Z oil burping is another issue upon itself and remedied by dropping the tank level as previously mentioned or installing a larger tank (lingenfelter or ZR1, 09 Z06).
RFP do you know anyone who has tried this
http://www.conceptualpolymer.com/new_page_1.htm catch can?

 

The principal of this set-up is sound for sure, but the capacity is far to small to be effective for daily use as the the condensing of the vapors is the most important feature of an effective can & in our testing we found a 1 qt size to be a happy medium between function & ease of install. For the roadrace guy's a 1/2 gal remote mounted can is effective. And yes, the dry sump will still allow some through in extended high RPM operations.

 

I finally installed Tracy's catch can.

Look in the Z06 section ......


DH

 

Tlewis4095 how do i order one of these from u? does it come with everything needed for install? How about instructions?

 

My C6 Z06 suffered from high oil consumption under hard use. When we pulled the stock heads the intake ports were absolutely COATED with oil as was the intake manifold. I tried two types of catch cans, neither worked at stopping the oil. I then went to a breather on the dry sump tank, eliminating the PCV. While that worked at eliminating the oil in the intake I wasn't happy knowing the combustion byproducts were building up in my oil.

SO... I bought the RevXtreme can. So far (800 miles) zero oil consumption. The only problem is that the bracket won't work as designed on an LS7, the can hits on the water pump. Have you redesigned a bracket for us 427 guys yet?

 

After researching and reading every thread I can find on this subject (ingestion of oil through the LS2 intake, PCV system Catch Cans, Breather Cans, etc.), I am still left with the following options. (1.) Install an Oil Catch Can system that will reduce but not eliminate the ingestion of atomized oil vapor through the intake. (2.) Modify the PCV system eliminating the possibility of oil ingestion through the intake manifold but creating possible harm created by removing vacuum from the valley cover, trapping contaminents in the crank case. (3.) Leave the PCV system in its stock configuration.

Any of these scenario's come with their own set of problems. Scenario #1, The Catch Can system will not totally eliminate the ingestion of oil vapor through the intake manifold. I have personally witnessed how the ingestion of oil coats the intake with oil and oil residue, even when using a Catch Can. When installing my SpinFast Intake, the oil residue in my stock intake and head intake ports was very evident (I have been using Elite Engineerings Catch Can from the beginning). I cleaned the heads, installed my SpinFast and modified the PCV system to that of a breather system and eliminated the ingestion of oil vapor. However, I am now concerned that I have created a even bigger problem by eliminating the evacuation of gasses and contaminents from the crank case via the valley cover port to intake manifold connection.

Has anyone performed an engine oil analysis to determine the effects of modifying the PCV system (Catch Can vs Breather Can)? Is there any hard data that supports the notion that the Breather Can configuration will shorten the life of the LS2 or the engine oil? I assume that if contaminents are not properly evacuated from the crank case, engine oil is negatively impacted. How much of an impact does the Breather Can configuration have on engine oil? Is there any quantitative data that supports how the life of engine oil is shortened and by how much?

 

I think you will be hard press to find any quantitative data, most will be speculation and opinion. You are still venting the same amount of moisture and un-spent fuel vapors whether you run a CC or vent to atmosphere. I will repeat that at idle, under maximum vaccuum you are generating very little blow by (i.e. contamination). Under WOT or high RPM conditions you are still venting the vapors the same way you do in the stock system, under positive CC pressure, the only variability being that you are not reintroducting them back into the combustion stream.

 

I relatively recently went to the breather can. I noticed that I can see wisps of vapor coming out at idle, and that I need to run my AC on recirc. I also noticed that my oil seems dirtier than normal for my oil life on the DIC.

I'm not going to have the oil analyized, but I am going to change it more frequently.

 

Been looking for this thread, but can't find it. Can you provide a link?

 

ttt

 

I did a check and couldn't find RevXtreme listed as a supporting vendor, therefore, they may not be able to respond in support of their products. Someone chime in if I'm wrong.

BJK

 

I never let the DIC tell me when to change my oil, if it starts to get dirty on the stick around 3K I'll change it.

 

If one has done consistent oil analysis it is very easy to see the detrimental effects of a malfunctioning PCV system or vented crankcase evacuation system. I have quantitative oil analysis data showing the effects of a malfunctioning and poorly functioning PCV system derived from UOA's interpreted by one of the best tribologists in the industry. There are also many published studies quantifying the importance of PCV system functionality.

Concerning the quantity of crankcase blow by removed using a correctly vented crankcase evacuation system versus a correctly configured PCV system with an inline catch can, the above observation is not accurate.

A vented crankcase evacuation system will remove significantly less contaminates than a PCV system with an inline catch can. The PCV system with inline catch can has the huge advantage of intake manifold vacuum pulling blow by from the crankcase, increasing the efficiency of this configuration. The vented crankcase evacuation system relies on blow by to push contaminates out of the crankcase. This gives contaminates no where to go except to settle in the crankcase where it is absorbed by the engine oil and oil filtration system.

A cars use and oil change interval play a huge role in the scenarios. With all factors being identical, cars driven less at lower speeds using a vented crankcase evacuation system will see much higher oil contamination and engine wear levels than a car driven more often at higher speeds.

The typical street or mild race engine configuration LSx will maintain a slight vacuum in the intake manifold at WOT. At lower manifold vacuum conditions, i.e. WOT, blow by is typically at it highest level and PCV system flow capability is also at it's highest point. A slight vacuum during lower intake manifold vacuum conditions does produce enough DeltaP to pull high levels of blow by contamination from the crankcase when blow by production is at its highest. Using manifold vacuum to pull blow by from the crankcase greatly decreases crankcase pressure versus a vented system. Lower crankcase pressure demonstrates PCV system efficiency until the point of peak PCV system flow. If blow by production exceeds PCV system flow, crankcase pressure and engine oil contamination will occur.

Blow by contamination is detrimental to engine oil life and engine wear. Blow by is a mixture several gaseous, liquid, and particulate matter. The primary components of blow by are:

• Oil aerosol particles
• Soot particles
• Gasses
• Gaseous hydrocarbons
• Water vapor
• Aldehydes

Inadequate crankcase evacuation has the following affects on engine oil:

• High insoluble percentages
• Reduced viscosity
• Reduced film strength
• High volatility
• Reduced detergency
• Higher oxidation
• Increased varnish production
• High acid formation

Engine oil type and oil filtration system are extremely important aspects of the equation. This is an ecosystem that's easily affected by small changes in other parts of the system. One must focus on the whole not just a part to observe the results. Here are a few things to think about:

1. A poor tune that results in rich air/fuel ratios can increase the affects of a nonfunctional PCV system because of fuel dilution.
2. A poor air filtration system will severely increase the impact of fuel dilution and poor PCV system function on engine wear.
3. An inadequate oil filter will drastically increase engine wear from increased insoluble production caused by poor PCV system function.
4. A good oil filter will become saturated very quickly by a poorly functioning PCV system.

A big misconception about any correctly configured PCV system is its ability to remove carry over oil from the PCV stream. There is not a device on the market today that will 100% eliminate carry over oil contamination from the PCV stream. The only methods currently available to 100% eliminate intake manifold carry over oil contamination are a completely vented crankcase system or vacuum pump.

I have looked at most of the catch cans currently available in the market and there are very few correctly designed. I know of two manufacturers that produce a high efficiency catch can and neither are supporting vendors here.

If you want to read many pages of good information about PCV systems, take a few hours and read these threads:

http://www.ls1tech.com/forums/genera...outing-ok.html

http://www.ls1tech.com/forums/genera...ls2-427-a.html

I am not associated with either of the vendors I recommend.