Special Sale Price, Only $129.99 (MSRP $149.99)
NO MORE BUILDUP IN YOUR ENGINE!
OIL CATCH CAN
Blow-by is a constant problem with any turbocharged engine. While a normal byproduct of the combustion process if it isn’t contained outside the engine it will collect and gum up the valve train, turbo and most importantly the intercooler and plumbing. When this occurs it reduces the thermal efficiency of the intercooler, thus losing power and performance. With our cleverly designed and easy to install silicone catch can you can control this problem. Available in red, blue or black silicone body to compliment any engine bay. Universally designed to work with all turbocharged applications.
COOLANT OVERFLOW TANK
Replace your ugly OEM coolant overflow tank with a PERRIN catch can /coolant over flow tank. The PERRIN Catch Can doubles as a coolant overflow tank that can change the appearance of your engine bay. Included with the kit are numerous mounting brackets that allow you to install the tank virtually anywhere. This can also add clearance to aftermarket intercooler piping, on kits that don’t include them. The sight tube on the side shows how much coolant is in the overflow tank. Available in red, blue or black to compliment any engine bay. Universally designed to work with nearly all coolant systems.
Oil Catch Can
Oil catch cans and the idea have been around forever. We have taken this idea and added style and an innovative design that fits anyone’s desires. Because our Catch can uses Silicone for the body, and machined aluminum caps for the top and bottom, it can be mounted anywhere your mind desires.
Why do I need an Oil Catch Can?
Lets look at your engine for a moment. Every engine during the normal combustion process, has blow-by. Engine Blow-by is excess combustion gases that leak by the piston rings and escape into the engine crankcase. During each compression or power stroke of a normal engine cycle, a very small amount of gases leak by the piston rings. This happens because the piston rings do not create a perfect seal. This Blow-by of gases is very small, but the higher the RPM and the more pistons, the more the blow-by starts to create pressure in the crank.
This pressure needs to be released, and is done so by crank case vents. Because manufactures have to keep environmental issues in mind, these gases can’t just be vented to atmosphere. So the OEM’s vent these gases back to the intake system to be re-burned. This all sounds good, but Blow by is nasty stuff!
Engine blow-by contains gases and oil from the crankcase. The gases aren’t really a problem, but the oil is. This oily mess coats everything in its path as it makes it way back to the combustion chamber. This nasty oil mess gets into the turbo, then boost tubes,then intercooler, into the intake manifold, and finally back into the engine. As the oil creeps in between couplers and boost tubes, it can cause the connection pop off under boost. This oil then gets into the intercooler, coating all the cooling fins. This greatly effects the ability of the intercooler to cool, and the efficiency of it will drop! This will cause a huge loss in power and can cause detonation. The last place this oily mess sees before the combustion chamber is the intake valves. Because of the temp differences and the oil impacting them, the oil will start to build up and form sludge. This adds up over time, and can cause many other problems, and hurt performance.
From this you can see, blow-by is bad, and it needs to be dealt with.
How Does the Oil Catch can work?
As described above the oily mess goes from the crank case to the intake system, and generally through a rubber hose. An oil catch can simply intersects the hose and the oily mess before it reaches the intake system. The top of our Oil Catch Can has 2 fittings, one in and one out. The oily mess that goes in the can gets trapped because of either the media inside the can, or from the change in direction, or from a change in temp. This separated the good from the bad, and collects the bad.
As the fluid fills the can, the end user can use the sight tube on the side of the can to determine when to drain it.
Why would I need more than one Catch Can?
Because engines have more than one crank case vent, and or more than one type of crank case vent, they can use more than one catch can. For instance on a Subaru WRX, there is a crank case vent, valve cover ven tand PCV hose. All of these vents do different things at different states of engine load, and in turn, all could use a separate catch can.
Coolant Over Flow Tank
Think of this as an added bonus. Because of our unique design, and mounting system, we added a few more parts to allow the end user to use the tank in many other ways other than to catch oil. Included with the kit are instructions how to replace your existing coolant overflow tank with a PERRIN Coolant Over Flow Tank. Same as the Oil Catch Can, we include brackets, spacers, bolts, hoses, and other things to remove the ugly OEM Coolant tank.
Or let your imagination run wild, and replace any number of other tanks in your engine bay.
NOTE: This item may be for
off-road use only in your area.
CRANK CASE VENT EDUCATION
Due to the popularity of the WRX, and its more complex crank case vent system, we will describe its systems and how to hook up the PERRIN Oil Catch Can to them. On the Subaru WRX there are 3 types of crank case vents.
1- PCV System
2- Crank Case Vent
3- Valve Cover Vents
All three do different things at different times. First lets go over which ones do what and when, then you can determine which is the best way to hook up the PERRIN Oil Catch Can.
Terms to Understand
PCV-PCV stands for Positive Crank Case Ventilation. This is a one way valve that creates fresh air flow through the block.
Crank Case Vent-A simple port machined into the engines block exposing the internal atmosphere of the engine to the outside world. On the Subaru engines, this is located in the center, toward the rear of the block.
Crank Case Vent Junction-The crank case vent junction is a plastic junction, joining 3 hoses together. This junction is mounted to the crank case vent on the center of the block. It provides 2 other connections, which join the PCV system, and the intake system to the crank case vent. Basically a plastic tee.
Valve Cover Vent-These are ports machined into the valve covers. Both the left and the right vent joint together and vent to the intake system.
PCV System (cruise and idle)
Lets start with this one first as this is the most confused part of the engine venting systems. PCV stands for Positive Crankcase Ventilation. 100% of new cars have this type of system, and is used for keeping the EPA happy, by recycling the crank case blow-by (oil and combustion gases) back into the combustion chamber.
The PCV is a one-way valve that under intake manifold vacuum (during idle and cruise) opens, and allows air to flow through the valve. One end is connected to the intake manifold and the other is connected to the crankcase, (or valve covers on some cars). When the valve opens the manifold is sucking out the crank case blow-by. Many people think there is a lot of vacuum being applied to the block. This is not the case! This isn’t true because of the other vents on the engine. Think of the PCV as creating airflow.
There is information out there about how the PCV vacuum helps seal the rings for more/better compression. This is also not true. The PCV valve creates air flow through the block to help evacuate the blow-by. If you put a gauge on the block you will see nothing! NO VACUUM! This is a huge myth people continue to believe in. Hopefully this article can clear this up.
On the Subaru, the older WRX’s have the PCV valve screwed into the intake manifold. A hose connects this to the crank case vent junction connector. The newer cars like the STI have the PCV as part of this crank case vent junction connector. This crankcase vent junction connector joins the PCV (on either car) to the crankcase, and to another vent hose going to the turbo intake. This is another are of confusion with the WRX.
This vent hose going from the crank case junction connector to the inlet hose is another path the PCV sucks air in from. Because this is connected to the turbo inlet hose, this allows the PCV (under idle and cruise conditions) suck in fresh air, along with the crank case blow by. Under these cruise and idle conditions, the PCV sucks air from this hose, and the block through the valve cover vent hoses.
These valve cover vent hoses on both sides of the engine serve another purpose under idle and cruise conditions. Since the PCV is sucking in air from the inlet hose and the block, the air in the block is being sucked through the valve cover vents. The valve cover vents are again attached to the turbo inlet hose. So both the valve cover vents, and crank case vent are sucking in fresh air from the turbo inlet hose, of course behind the MAF sensor.
Since there are 2 pathways for the PCV to suck from on the crankcase junction connector, it will suck from the path of least resistance. At times this might be the block side, when the engine is at high RPM and no boost, when there is more blow by coming from the block. Other times it might be the shorter crankcase vent hose going to the inlet hose, when there is not much blow by.
This re-burning of the blow-by (oil and combustion gases) isn’t bad, except that it can build up carbon and deposits on the intake valves, pistons, and exhaust valves. This build up can lead to poor valve seal, compression loss, valve seat damage…… Nothing good except that you are recycling something that shouldn’t be emitted to the atmosphere.
So to recap, under idle and cruise the PCV, is sucking on the crankcase junction connector. Form the junction connector; air is being sucked through 2 things. One is the crankcase vent hose, which is attached to the turbo inlet. Two is the block, which is sucking in air from the valve cover vents, which are attached to the turbo inlet hose. The 3 main vents are getting air sucked in through them. All the system is doing is sucking in fresh air through the block and evacuating the blow-by (oil and combustion gases) into the intake manifold. Which in turn gets re-burned for cleaner emissions. You can see evidence of this if you open the throttle body and look in the manifold. You will find the oily mess. You will also find this oily mess in the intercooler, but this is from another function of the system…
PCV System (Boost)
Its not really a PCV system, more like a CV (crankcase vent) system under boost conditions. As soon as there is boost in the manifold (anything from 0PSI on up) the PCV is closed. So no more air flow from the PCV. Now you have to imagine the crank case vent hose, and the valve cover vent hoses are flowing air out of them. Since both the valve cover vents and the crank case vent hose are connected to the turbo inlet hose, they will both be putting the blow by back into the engine for re-burning. Because these hoses are before the turbocharger inlet, they will see the vacuum caused by the turbo ingesting air. This helps evacuate the build of blow-by pressure in the crankcase.
The downfall to the blow-by (oil and combustion gases) being sucked into the turbo through from the vents under these conditions is it puts the same oily mess into the turbo, which travels to the intercooler system, then finally back to the manifold. This is much worse than the system under normal conditions as oil in the intercooler cause loss in its cooling ability. So that nice aftermarket intercooler will become less and less efficient over time. Meaning loss in horsepower!! Also this oily mess gets in the boost tubes, and couplers which can deteriorate rubber, and silicone, not to mention cause these connections to come loose!
Valve Cover Vent System (cruise and idle)
The valve cover vent system is very simple in that it joins both left and right valve covers, to the intake system. These are easily seen on the front of the intercooler as the hard pipes (black or silver depending on the year) that run across and join to the intake system before the turbo. Under idle and cruise conditions, the PCV system is pulling vacuum (more like creating flow) on the block. In this state, the valve cover vents allow for fresh air (from the intake system) to be sucked into the block back through the intake system. The best way to think of this is, they’re a fresh air duct for the PCV system. In this mode there is no downfall to how the system works.
Valve Cover Vent System (Boost)
When the PCV valve closes off under boost, the vale cover vent job completely changes. Instead of letting fresh air from the intake system into the block, they are now letting the built up crank case pressure out! Because the valve cover vents hook up to the intake system, they see a slight amount of vacuum. This small amount of vacuum helps to evacuate the built up pressure in the crankcase. The down fall to this mode is that the oily mess gets sucked into the intake system. Which then gets into the turbo, intercooler plumbing and back into the engine. As described above, this is bad. Under racing conditions with high load cornering, oil flying around and sloshing into the heads, gets sucked out of the valve cover vents and into the intake system. Again putting oil into all the wrong places.
How does the CC work?
The Catch can is very simple in how it works. There is generally 2 ports on the catch can, one input and one output. The input side is connected to one of the engine vents, and the output side goes to the vacuum source. The oily mess and vapor enters the open space in the can. Because the oil weighs more than the vapor, the oil settles to the bottom, and gets trapped in the media. The vapors then get sucked out of the can leaving the oil behind. Our systems include foam media to help collect oil and to help with sloshing of excess oil when the can fills up.
Why isn’t there a factory version of the CC?
In an OEM world there isn’t a reasonable way to have one. The added maintenance to the end user may not be something people want to deal with. The added cost of integrating a catch can into the crank case vent system, would be pretty expensive to add to current engine designs. Then there is always that the crank case vent system works just fine for a stock car, so why should OEMs make them. That is why we make an aftermarket CC!
So where do I hook up a catch can?
The above info is specific to the WRX/ STI, and Legacy engines. So using that there are 2 main different types of crank case vents, there are 3 ways to hook up a catch can. One on the valve cover vent system, one on the crank case vent system, and the other is on the PCV system. All of these systems start at the engine and get vacuum from the intake system. You simply intersect the vent hose with a catch can before it enters the intake system.
Valve Cover Vent
If you are hooking up a catch can to the valve cover vents on a Subaru, simply locate the vent hoses on each side, and where they tee together. From the tee junction you will find the hose connected to the turbo intake hose. Simply cut this hose, and connect one end to INPUT on Catch can, and the other to the OUTPUT.
Crank case vent
If you are hooking up a catch can to the crank vent on a Subaru, simply locate the vent hose/junction coming off the center of the crank case. One leg goes to the PCV system or manifold, and the other goes the turbo intake hose. Simply cut the hose before it reaches the turbo intake hose, and connect one end to INPUT on Catch can, and the other to the OUTPUT.
PCV system install
If you are hooking up a catch can to the crank vent on a Subaru, simply locate the vent hose/junction coming off the center of the crankcase. One leg goes to the PCV system or manifold, and the other goes the turbo intake hose. Simply cut the PCV hose before it reaches the intake manifold fitting and connect one end to INPUT on Catch can, and the other to the OUTPUT. Because this hose see manifold boost and vacuum, with our Catch Can you need to install our CC support. This will keep the CC from collapsing under vacuum.
