Catch Can Comparison - UPR vs Elite Engineering

[stoli]

I was involved in a discussion on another forum about catch cans and there effectiveness. When I mentioned I was using the UPR can I was pointed to a thread on a F-150 forum where a head-to-head comparison test was done and the UPR didn't fair too well. After going through 15 or so pages it was apparent it was an older design prior to the 3 chamber one they have today. Even after pointing this out, it was suggested that the Elite Engineering would still do a better job than the UPR.

Well, I'm stubborn and I suggested proving me an Elite can and I would perform the same type of testing to prove that my UPR was just as good. To my surprise, they did.

They have provided a used/demo can that has been installed in-line on the output side of the UPR can. Whatever oil and contaminants get past the UPR can (and would have ordinarily gone back into the engine) will be caught by the Elite can.

I'll run this configuration for several weeks and then switch it around, with the Elite can in front and the UPR catching what the Elite misses. I will be noting mileage, general weather and driving conditions and amount of old caught by both cans over that time period. I'll also take part in a couple hpde events where the cans should really shine and 'do work'. I'll drain and measure them before and after each event; I really hope there is nothing either time in the second can.

The main difference you'll see between the two cans is the two outputs on the Elite can. One goes to the normal location on the intake and the other goes to a new port/nipple right at the throttle body in the coupler. The reason for this was explained best explained by someone else:

3 connections are for the following:

Center is the inlet from the crankcase. All vapors run through.

1 outlet is for the intake manifold vacuum that is used for the primary evacuation of the crankcase.

2nd outlet is for when intake manifold vacuum drops to zero due to reversion pules cancelling it out. This is during acceleration and WOT operation so this system uses the suction available just upstream of the throttle body. These systems eliminate crankcase pressure from building during acceleration and WOT when the damaging combustion byproducts settle and mix with the oil as they are not being evacuated.

So, a few things happen:

1. Eliminating crankcase pressure, especially during acceleration and WOT results in a much more stable piston ring and this less blow-by. = more power by eliminating the parasitic loss of battle the pressure on the piston down-stroke.

2. Engine oil remains cleaner longer by always evacuating and removing the damaging compounds as soon as they enter the crankcase as blow-by while still in a gaseous or suspended state. As the PCV system comes from the factory, it only utilizes IM vacuum to accomplish this, so the contaminants entering will quickly settle and mix with the engine oil and remain their and accumulate. This is the main source of wear in an engine today, the water, sulfuric acid, abrasive soot/ash/carbon, unburnt fuel, etc. that is what blow-by is made up of. Once mixed with the oil, most is there to stay and as the oil filter can only trap down to 15 microns sized particles, the vast majority of these are in the 2-7 micron range and will constantly circulate and cause wear.

So, this is the next best thing to a belt driven vacuum pump system (which is best) but they won't live long on the street. This type system not only drastically improves on the OEM PCV systems functions, it also traps 95% plus of the oil and other compounds where the average "catchcan" only traps 15-30% so a great deal still gets drawn past them. Also, the test stoli is conducting anyone can perform to see just how well, or how poorly any "catchcan" actually works as most only judge by seeing oil when they drain the can, they have no idea how much actually is just "pulled through" a can to still be ingested.

You want to stop all oil and other contaminants from ingestion as anything but air/fuel in the combustion chamber results in less energy released by negatively affecting the burn rate, burn pattern, etc. as well as the KR results from detonation caused. If you delete, or defeat the PCV system you are allowing all the contaminates to remain in the crankcase and also are allowing pressure to always be present (even with breathers) so the engine will last a fraction of the time it will with removing these damaging compounds.

So, hope that helps!

Tech

So here are the install pics (I'll update with some better ones in sunlight when I can). Keep in mind it isn't the prettiest setup, fitting two rather large catch cans in the bay isn't the easiest of things to do and I wasn't that concerned about looks for the testing.

My UPR Catch can on the left, Elite on the right

Mounted to back side of CAI box:

Hoses to Elite; mounted on backside of CAI

All buttoned up.

Odometer at start:

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[GDI Tech]

Cool! Looking forward to seeing the results.

 

[mustang_guy]

Subscribed.

 

[DivineStrike]

sub'd

 

[Centurion07]

Checking in.

 

[morjo02]

cool.... how are the results

 

[stoli]

I've only put on about 500 miles since they were both installed. I'll drain and measure the contents next Friday before I take part in an open track event on the 23rd. I'll post an update with pics then and again after the track day.

 

[UPRjoe]

Just wanted to add a little information on your test. You are comparing our standard single valve catch can smaller 2.5" diameter against a 3" dual valve catch can with top mount ports. That is the style catch can we run on boosted applications as there is no real benefit to running a dual valve system on a normally aspirated vehicle. Where the intake picks up the vacuum for the test never loses vacuum on a normally aspirated vehicle.

That design can looks a lot more like the RX unit and is a much higher cost system with all the lines and fittings. The most important things we always work on with our system is performance vs fit vs cost to give everyone a winning product. We are working on more updates and cool things in the oil separation business to keep improving our systems.

I have been working hard for the last 9 months on several utility patents for new updates to our catch cans. I really enjoy tests and comparisons as they force the evolution of the products in the marketplace and for us it's just a way to be able to add more value for our customers and supporters. Glad to see your passion for what you are doing and appreciate it very much.

Joe

 

[mustang_guy]

Just wanted to add a little information on your test. You are comparing our standard single valve catch can smaller 2.5" diameter against a 3" dual valve catch can with top mount ports. That is the style catch can we run on boosted applications as there is no real benefit to running a dual valve system on a normally aspirated vehicle. Where the intake picks up the vacuum for the test never loses vacuum on a normally aspirated vehicle.

That design can looks a lot more like the RX unit and is a much higher cost system with all the lines and fittings. The most important things we always work on with our system is performance vs fit vs cost to give everyone a winning product. We are working on more updates and cool things in the oil separation business to keep improving our systems.

I have been working hard for the last 9 months on several utility patents for new updates to our catch cans. I really enjoy tests and comparisons as they force the evolution of the products in the marketplace and for us it's just a way to be able to add more value for our customers and supporters. Glad to see your passion for what you are doing and appreciate it very much.

Joe

How come even the kits you sell for the supercharger guys are single valve too? Thats force induction. Little disappointed to hear the plug in play gt kit with the remote mount and clean side isnt going to work with a tt kit in the future well because its not dual valve. Had i saw a dual valve on your site id have bought it instead. Looks like i get to buy another in the future. Are you going to make a dual valve for the twin turbo folks?

 

[Ajax]

Nice. Thanks Stoli.

 

[stoli]

Just wanted to add a little information on your test. You are comparing our standard single valve catch can smaller 2.5" diameter against a 3" dual valve catch can with top mount ports. That is the style catch can we run on boosted applications as there is no real benefit to running a dual valve system on a normally aspirated vehicle. Where the intake picks up the vacuum for the test never loses vacuum on a normally aspirated vehicle.

That design can looks a lot more like the RX unit and is a much higher cost system with all the lines and fittings. The most important things we always work on with our system is performance vs fit vs cost to give everyone a winning product. We are working on more updates and cool things in the oil separation business to keep improving our systems.

They are indeed different in design and the UPR (that I've been happily running for the past year) is about half the cost (or less) of the Elite. My hope is at the end of this the UPR performs just as well as the Elite.

Either way, I'm anxious to see how this pans out over the coming months. Whichever one comes out on top is what I'll stick with and I'd like to do the same test all over again with the 'winner' and the next leading can

I have been working hard for the last 9 months on several utility patents for new updates to our catch cans. I really enjoy tests and comparisons as they force the evolution of the products in the marketplace and for us it's just a way to be able to add more value for our customers and supporters. Glad to see your passion for what you are doing and appreciate it very much.

Joe

I saw that over the course of the thread on the F150 forums and it was that thread that led to this testing. Hopefully this will will provide some good reference data for the current design.

I look forward to seeing what your new updates are like.

(BTW: Your car looked good at PBIR last night )

 

[Jmeo]

I'm disappointed to hear us guys that bought the remote mount and clean side for our Whipple cars we not given the proper setup even when I specifically asked. I have been getting oil past my can on both my Whippled F150 and my Whippled mustang. If you add it up I'm over $500 in for both vehicles and now I've still got to figure out a new plan.

 

[UPRjoe]

I'm disappointed to hear us guys that bought the remote mount and clean side for our Whipple cars we not given the proper setup even when I specifically asked. I have been getting oil past my can on both my Whippled F150 and my Whippled mustang. If you add it up I'm over $500 in for both vehicles and now I've still got to figure out a new plan.

Jamie,

I would like to get you set up with the latest upgrades and go over your setups again. PM today and we can get the projects squared away. Some line changes and routing will be required to eliminate the oil and it will have to be routed differently to overcome the heat and vacuum generated by the whipple.

The fix is the most important task without question.

Joe.

 

[mustang_guy]

How come even the kits you sell for the supercharger guys are single valve too? Thats force induction. Little disappointed to hear the plug in play gt kit with the remote mount and clean side isnt going to work with a tt kit in the future well because its not dual valve. Had i saw a dual valve on your site id have bought it instead. Looks like i get to buy another in the future. Are you going to make a dual valve for the twin turbo folks?

Jamie,

I would like to get you set up with the latest upgrades and go over your setups again. PM today and we can get the projects squared away. Some line changes and routing will be required to eliminate the oil and it will have to be routed differently to overcome the heat and vacuum generated by the whipple.

The fix is the most important task without question.

Joe.

Are my questions not valid? Im a customer that's paid as well.

 

[UPRjoe]

The TT setup will require a dual valve setup as the system will have to be able to close the primary vacuum line under boost and be able to draw vacuum elsewhere. Hence, this is where the Dual valve WOT line comes into play and is required to work properly as the single valve is for normally aspirated and the dual valve is for boosted and is the best way to setup any blower or supercharger that creates pressure in the intake.

This is absolutely normal and we do not make a one size fits like many of the competing brand catch cans that just want to sell units. It's important to make a system that properly evacuates the crankcase and also does the best job for the application.

PM me when you're ready to update and I'll set you up.

Joe

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