Thanks Phil. I intend to get one for peace of mind, but haven’t researched the threads to educate myself on which side is the dirtier side.
That would be an interesting test! My gut says it wouldn't change much as a lot of the oil that's in blow-by isn't vaporized by heat but rather is oil from the cylinder walls that gets pushed past the rings during compression/combustion and mists as it pushes into the crankcase. But either way, I'd be interested to see how that changes the results.
We've only seen a few cases of freezing in temperatures below 0*F and even then, it was a partial freeze that cleared up after about a minute of driving or idling. We test these catch cans throughout the year in Delaware where it gets well below freezing in the winter and haven't had an issue - the oil and fuel in the blow-by keep most of the water from freezing.
It might to a point, but you also have to remember that: 1) there is oil in the mix, even if we don't see it, 2) like @PNW_Ranger87 said, it's only washing over the valves of 1 or two cylinders at best, and 3) the fuel that is there is pretty well contaminated by carbon and once in the cylinder, it will likely either not burn or will have a lower AKI than the fuel, so it's still not great for the engine to consume.
It is curious that you caught much more oil in your Ranger than ours using the same can and setup. How many miles were on your Ranger when you installed the catch can?
My results are similar to @RCMUSTANG . I've been catching primarily oil in the PVC side. It's not a Mishimoto can, however. I switched from a JLT to a Provent 200 at one point for the PCV side, but there's been a catch can on the PCV side since around 600 miles. The truck now has about 5000 miles. The Provent is a considerably different design, so maybe that could have something to do with it, but the JLT also caught only oil.
Hi,
Like @DavidR said, we do not currently have a catch can on the CCV side due to the fact that the hose needs to be cut to be removed and must then be discarded. Aside from not wanting to ask our customers to permanently modify part of their vehicle, this could be considered modification of the emissions system and may be illegal. Given that @David R and @RCMUSTANG haven't had CELs with catch cans installed, it may be something for we look at in the future.
Thanks @RCMUSTANG and @DavidR ! Its good to know that the pressure sensor isn't as sensitive as it was on the F-150's. That might mean we can add a CCV-side can, but there is still the EPA issue. Our truck has very few miles on it still, so that might be part of the reason that we didn't catch a lot of oil when you guys have been. Climate plays a big role too. This summer was pretty cool for us towards the end, so your warmer climates might be keeping condensation out of the blow-by.
LOL, funny diagram. I'm surprised they were originally planning to go with both fittings being permanent. There's really no reason for that since the QR fittings are very secure. If they were both permanent, it could get in the way of a number of repairs, making things more inconvenient if you didn't want to throw away and replace a good component.
I would imagine the reasoning for going with permanent clamps would be to either prevent tampering of the CCV system or to comply with some regulation either in the US or another country where the CCV system must be a permanent fixture. It is odd that the CCV side has at least one permanent clamp, but the PCV side doesn't - I'd assume that's to facilitate removal of the intake manifold.
Interesting, we usually see the opposite with more oil coming from the CCV side due to higher cylinder pressures under boost. Maybe we'll try to tap into the CCV line like David did and see what comes up.
Hey Chris,
They probably want to avoid permanent fittings as much as possible due to it complicating some repairs, or adding to the repair cost due to forced replacement of a good hose. One thing I thought of is that by making the valve cover connector permanent, the pressure sensor cannot easily be disconnected from the crankcase (without destroying the hose). With the pressure sensor always in place, mis-connection or disconnection of the other hoses or fittings can at least be detected and an error posted. (NOTE: some people have pointed out that instead of removing the valve-cover fitting, you can non-destructively remove the hose from the fitting using a heat gun, but I haven't ever tried that.)
For me, it depends on driving conditions. Being fairly light-footed on the pedal, I didn't notice much oil in the CCV side with no load in the truck. Once I loaded up our 1000-lb pop-up camper, however, I started accumulating more oil there, probably due to more time spent in boost.
