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Under Pressure: Crankcase Control With Moroso Catch Cans
Under Pressure: Crankcase Control With Moroso Catch Cans
Oil catch cans may look simple, but they can play a big role in protecting the health and performance of your engine. This is especially true in racing or if you’re running a modern direct-injected setup. By trapping oil mist and other contaminants before they reach the intake, a catch can helps prevent the carbon buildup that can rob horsepower and efficiency over time. The new Moroso Catch Cans offer maximum efficiency and control in crankcase ventilation.
Why Catch Cans MatterEvery internal combustion engine generates blow-by, where pressure sneaks past the piston rings and builds inside the crankcase. To relieve this pressure, manufacturers run a hose from the crankcase, often from the valve cover or valley cover, to the intake manifold. The downside is that this hose doesn’t just carry air; it also carries oil vapor and other byproducts from the combustion process. Left unchecked, these contaminants coat the intake manifold and valves, reducing airflow, hurting combustion efficiency, and even causing misfires in severe cases.
The Direct Injection ProblemThis problem is amplified in direct-injected engines. In older carbureted or port-injected designs, the fuel passes over the intake valves and effectively washes away oil deposits. But direct injection sprays fuel directly into the combustion chamber, so there’s nothing to keep buildup from forming. A catch can, plumbed into the breather hose, acts as a filter that traps the unwanted crud before it can reach the intake.
These diagrams, courtesy of Radium Engineering, show us how the OEM PCV system typically works as well as the open and closed systems when using a catch can.
Performance BenefitsBeyond daily driving, catch cans also shine in high-performance street and racing applications. When paired with an external vacuum pump, like Moroso’s system, a catch can keeps the oil mist collected instead of venting it into the atmosphere or onto the track. The vacuum pump itself reduces crankcase pressure, lowers parasitic drag, and improves ring seal—all of which translate to more horsepower. By placing a catch can on the outlet side, you capture the contaminants while maximizing the performance benefits.
Moroso’s Billet Catch Can DesignMoroso has unveiled its latest Billet Oil Catch Cans, engineered for racers and performance enthusiasts looking for maximum efficiency and control in crankcase ventilation. Featuring an internal baffled design, these catch cans effectively separate and trap oil mist, keeping it contained in the tank and preventing filter saturation, ensuring cleaner operation and longer service intervals.
Constructed with billet-machined tops and bottoms, the Moroso catch cans are finished in a sleek black anodizing for both durability and a premium appearance. Each catch can comes complete with a matching billet mounting bracket that allows the unit to be clocked for optimal fitment, making installation straightforward in a wide range of applications. Designed for versatility, the catch cans can be plumbed to valve covers, Moroso Vacuum Pumps, Moroso Dry Sump Tanks, and more.
Engineered for Easy Installation and ServicePractical features include a replaceable breather element, serviceable -AN O-ring fittings, and a petcock drain for quick and easy maintenance. Measuring 3.00 inches in diameter, with a 5.8-inch tank height and 8.8-inch overall height, these compact units offer a balance of performance and packaging flexibility. With Moroso’s reputation for quality and innovation, these new Moroso catch cans provide a reliable solution for street and race builds alike.
The post Under Pressure: Crankcase Control With Moroso Catch Cans appeared first on LSX Magazine.
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Working The Angles: LME’s Canted Valve LS Heads
Working The Angles: LME’s Canted Valve LS Heads
It seems wherever you look these days, everyone is building a boosted LS pushing over 1,000-horsepower with ease. The LS and LT love boost and big power numbers, but the art form of maximizing performance naturally aspirated from a late-model GM V8 will never be boring, and the team at Late Model Engines is always pushing the limits with our favorite V8, and their new canted valve LS heads help them do exactly that.
Canted Valve CharmYou may have heard the term “Canted Valve” before, but what does it mean? It’s all about valve angle. All production LS cylinder heads have a single valve angle for all sixteen valves, and the intake and exhaust valves are parallel to each other, just like the earlier generation small-block Chevys that preceded it. With the exception of the LS7 with a valve angle of 12 degrees, LS engines had a 15-degree valve angle, and aftermarket LS cylinder heads usually have an 11-degree valve angle.
However, the cylinder heads found on big-block Chevys and the Gen V LT engines utilize a canted valve cylinder head design. On a canted valve cylinder head, the intake and exhaust valves are at different angles to optimize airflow for the intake side and the exhaust side, and the valves are not parallel but angled to the center of the cylinder to unshroud the valves for more flow, and opens up the opportunity for larger valve sizes.
LME’s Canted Valve LS Heads
LME took those attributes and developed a clean-sheet LS cylinder head to take advantage of these benefits for maximum airflow for racing and max-effort LS builds. Late Model Engines starts with a brand-new 6-bolt bare casting sourced directly from a U.S. foundry. These castings are built with a thicker deck surface for improved head gasket retention and an overall beefier structure. The added material not only helps the heads tolerate higher cylinder pressures than OEM or cheaper aftermarket pieces, but also provides plenty of room in the runners for CNC machining to the customer’s needs without being limited by thin walls.
As part of the canted valve redesign that required repositioned valve guides and reshaped the ports, the valve spring pockets needed to be raised as well. This adjustment leaves more material around the seat area, improving strength under high spring pressures and allowing the pockets to be machined for larger-diameter valve springs without compromising durability.
Before any machining to customer specifications, LME installs CHE bronze valve guides along with CHE’s interlocking valve seats. These components ensure the seats stay locked in place under extreme heat and abuse. From there, the canted-valve LS heads can be tailored to suit either boosted or naturally aspirated builds. Options include titanium intake valves, Inconel exhaust valves, and a variety of valve spring packages from LME or PAC to match the intended application.
Billet Intake Goodness
Part of LME optimizing the valve angles and port shape for maximum airflow is that no off-the-shelf intake manifold will bolt up. But with the increased performance of the LME canted valve LS heads, you wouldn’t want anything less than the best. LME offers different billet aluminum intake manifold designs to match the ports on your heads for the best performance.
You can have a dual-square-bore-flanged intake manifold, a forward-facing intake for improved hood clearance with several throttle body options, or a single plane 4500-flange high-rise intake that LME used during development testing on a 468 cubic-inch LS with LME canted valve LS heads that made 1,018 at 8,400 rpm and 705 at 6,800 rpm naturally aspirated on an engine dyno.
Strength, Airflow, and Proven ResultsLME’s canted valve LS heads prove that naturally aspirated power is far from dead in the LS world. By rethinking valve angles, reinforcing critical areas, and pairing the design with billet intake options, these heads offer racers and builders the airflow and durability needed to push late-model GM platforms well beyond stock limitations. Whether the goal is a high-revving NA monster or a boosted setup with massive cylinder pressure, LME has created a cylinder head package built to deliver uncompromising performance.
The post Working The Angles: LME’s Canted Valve LS Heads appeared first on LSX Magazine.
