The OEM system does NO evacuation at idle and low RPM’s, it relies on crankcase pressure to force vapors out and into the clean side (fresh) of the PCV system into the main intake air bridge/tube. It then uses for the dirty side(foul) the suction from the turbo inlet for evacuation at that time, and pulls in oil laden mist through it as well, so the OEM system is lacking to say the least.
Here is how the RX system works:
Can bracket mounts to the front of the engine in blank pre-drilled/tapped hole.
Note: Make SURE the check valves flow away from the can and are on the 2 outer fittings, not the center fitting. Dirty side line attaches to the PCV valve (yes, they have a valve again vs the fixed orifice that caused issues).
and it runs to the inlet side of the turbo.
Dirty side plastic line is slit at the joint to the metal line and then with dipstick pulled and air box off, it will pivot and face the oil separator.
Plastic crimp is cut off the end so the included hose can slide firmly over the factory hard plastic line. This will connect to the center fitting on the RX can, with no check valve.
The metal tube will then connect to supplied line to one of the outer fittings on the RX can WITH check valve, arrow pointing flow away from the can.
The clean-side runs from the air intake tube to a T where it then connects to the front and rear of the passenger side of the cam/valve cover. This tube remains intact and you will cut it just after the “T” where they join, and cap it there with the included vacuum cap. This allows the pressure/vacuum to not be restricted between the 2 side barbs on the valve/cam cover passenger side.
Above you can see the braided line and the other end is the black plastic where it “T”s to the 2 barbs on the passenger side of the valve/cam cover. As described above, cut this at the “T” and cap so flow can still balance between those 2 barbs and prevent excess pressure / vacuum.
Note the oil saturated in these lines that was being drawn directly into the intake tube and turbo.
That takes care of the evacuation and oil separation while in boost operation, now locate the hard plastic tube that comes from the intake manifold to the evap solenoid located on top front left of the cam cover, and cut app 3″ out of this line where the include T will attach. Push the included hose up over the plastic line firmly.
This will allow a line from the second outlet on the RX can to be attached, with inline check valve arrow directing flow away from the can (NOTE! Check valves are in the outer fittings and only flow away from the can).
This now provides evacuation during idle and non-boost operation, separating and trapping the oil mist/vapors along with water in the winter months, keeping it out of the intake air charge. This also provides far more evacuation than the OEM system, and even pulls vacuum on the crankcase at non-boost operation more effectively removing the damaging combustion by-products from the crankcase.
Now, the clean (fresh) side. This is one of the main pathways for oil ingestion. We will remove the clean line completely, capping the barbs as noted above. Replace the OEM oil fill cap with the RX cleanside separator. Run a hose from the barb on the cleanside separator to the barb on the OEM line. This provides 100% MAF metered air, and traps any oil that would be entering during full boost operation.
The system remains closed so (aside from CA as we have no CARB cert yet) it is in compliance with emission regulations. This system catches, separates, and traps the oil from ingestion, and removes the restrictions and provides far improved evacuation WITHOUT messing up fuel trims or the tune.
Simple install, easy fitment, and looks like it belongs there.
This system is available direct from the manufacturer at: www.tracylewisperformance.com or by phone at: 941-235-1713.