Originally Posted by The Bat Car

On a LS1 turbo you run one line from the drivers side valve cover from the nipple on the rear part to the center fitting on the can, then cap off the pass ide valve cover fittings both the front & rear one. The breather kit provides the filtered fresh make up air then. Then from the intake manifold passenger side of the snout (plastic) there is a vacuum nipple. Connect that to one of the outer fittings on the can (it is one of the dual checkvalves). The other checkvalve/outer fitting runs to as close to the turbo inlet as possible. Tap in a 1/4 NPT x 3/8" barb fitting so it is utilizing as much of the inlet side suction as possible. The closer the the air cleaner the less vacuum is realized.

The bolt should be included by RX, but we will make sure.





Hi Steve,

Both GM & Ford designed very effective oil separating cans in the past....some even used a centrifuge type spin to separate and filter the contaminates out of the collected oil and returned it to the crankcase. All were nixed for one reason or another. If you look into the GM LLT V6 intake manifold they have molded in a 1 pint capture bowel just inside the snout that can be cleaned during service.

I have a early 60's maserati mistral and it has the motor used to race LeMans in the late 40's/50's and it has a factory oil separator that kept it out of the intake manifold for the power, but they reintrodced it to the crankcase not knowing back then all the harmful compounds that were produced.

On todays industrial diesels this is the most effective system developed to date:
http://www.alfalaval.com/about-us/pr...separator.aspx

Pricey but it is amazing.

Although these are used on huge idustrial diesels, the propblem & solution remains the same.

Here is an excerpt:

Catalytic fines, a hazardous by-product of the refining process, are a particular concern in dealing with these oils, as failure to remove them can lead to increased wear and permanent engine damage.

Lubricating and marine diesel oils, shown to the right on the scale (LO/TP = lube oil trunk piston engine, LO/XH = lube oil cross head engine, GO/MDO = gas oil/marine diesel oil), are of lower and more consistent density. While still complex and potentially impure, they have a known composition and can be handled by a less adaptive separator. The impurities involved are usually limited to soot and particles, and if water is present, it is generally only freshwater condensate.

Alfa Laval’s S- and P- separators approach this scale from opposite ends, as can be seen from the illustration above. By addressing oil treatment in this manner, Alfa Laval lets shipyards, engine builders and ship owners choose the level of performance and automation that matches their oil and application needs.

Originally Posted by TinSecondRice

I set this up like you said and I ended up with a dip stick blown out and oil all over my engine

I never had this problem with no catch can at all. You sure that is the correct routing?

Originally Posted by The Bat Car

Are you using the RX dual valve system? If so the checkvalves prevent any excess pressure and evac in both boost & non boost operation. PM me detailed pictures so I can look at your routing....someting is not right for sure. I just got back from PRI so going through hundreds of emails & PM's right now.

Originally Posted by SmoothFRC

... Maybe i missed the reasoning for this, but couldnt one with an AA/ECS setup run a single valve setup and just route to the filter in front of the charger? Or does the BOV cause issues with this?

I would just think this area would create vaccum at all times, boost or not.