EPIC Cruisers - Turbo/SC - Oil Catch Can Kit

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🚨The kits are in stock this on our website! Get yours today.

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First seven kits are shipping out tomorrow! Thanks for the support🤘

It's become a bit of a tradition to throw in a small surprise (🚙) into a random order. This first round of kits shipping out has one of these surprises, and we have one more that will be thrown in at random into a future order!

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Three more kits shipped out today! One of them being the first turbo/SC kit, so we threw in some extra goodies for the early adopter. Thanks for all the support🤘

Have a few kits left of both versions. Get your soon before they sell out again!

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I purchased the boosted catch can and looking forward to installing it. I'll get some pics posted soon.
 
I'm not following why this catch catch is for boosted engines? What feature does it have to make it for forced induction? I'm not meaning to Piss on you're parade . You're mis- leading people here. That's the same style can I sell for our non boosted kit because it doesn't nothing to protect a boosted engine. We put 5 lbs of boost to that can it stopped less than 25% of the oil vapor...We spent 2 years to develop a Forced induction catch can system that really does protect boosted engines. With Valving to keep the boost from blowing out the PCV valve and putting positive crank case pressure into the engine . People with forced induction engines spend a ton of money and should be sold a false bill of goods .. Here are a few examples of proven working catch cans 1st is non boosted 2nd is our boosted system which has yrs of R&D behind it . We only use the Cheap PCV valve on our boosted system for it's 90 Degree feature to make the hose straight our rebuild able PCV is right on our can

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And look with nice automotive style aluminum fittings imagine that. 🤷‍♂️
Sorry to rain on your parade. But this is a forum. Open to discussion.
 
raisinhell2 said:
I'm not following why this catch catch is for boosted engines? What feature does it have to make it for forced induction? I'm not meaning to Piss on you're parade . You're mis- leading people here. That's the same style can I sell for our non boosted kit because it doesn't nothing to protect a boosted engine. We put 5 lbs of boost to that can it stopped less than 25% of the oil vapor...We spent 2 years to develop a Forced induction catch can system that really does protect boosted engines. With Valving to keep the boost from blowing out the PCV valve and putting positive crank case pressure into the engine . People with forced induction engines spend a ton of money and should be sold a false bill of goods .. Here are a few examples of proven working catch cans 1st is non boosted 2nd is our boosted system which has yrs of R&D behind it . We only use the Cheap PCV valve on our boosted system for it's 90 Degree feature to make the hose straight our rebuild able PCV is right on our can

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Coming in a little hot, but nothing wrong with a good discussion.

Since releasing our original catch can kit, we received a lot of requests for something better suited for boosted applications. The main concern with the original kit was capacity due to its compact size. So we developed a larger capacity version with quality components specifically to address that feedback.

We are not misleading anyone. In the first post and post #6 we clearly state the primary difference is increased capacity. That is the intent. This kit is aimed at boosted applications because of that added volume, but it can absolutely be used on a stock engine. We chose not to market it that way because of the higher price and because we already offer a standard kit with many happy customers.

Regarding the catch can itself, you mentioned it is the same style as what is in your $250 kit. Ours is USA made, uses a metal mesh filter, and is beautifully machined. During development we tested the lower cost overseas units sold through Amazon and Alibaba, including a Mishimoto branded version. There is nothing inherently wrong with overseas manufacturing. China and Taiwan produce many excellent products. However, for this specific application we did not feel that particular unit met our quality expectations in terms of materials and construction, so we chose to source a USA made alternative. Below is a photo of the internals of both cans. The overseas/Mishimoto unit is on the left and the USA made unit in our kit is on the right.

Now, regarding your boosted catch can kit, it looks awesome. It appears to be very well thought out and engineered to maximize performance. We can appreciate the labor and development time that went into creating it. Your system clearly prioritizes maximizing performance and extensive R&D, and that level of engineering naturally commands a higher price point. Our approach was slightly different. We focused on delivering a functional, quality system at a competitve price, using USA and Japan sourced components where possible. Catch can made in USA, bracket made in USA, hoses made in USA, OEM Toyota/Japan PCV valve, and hardware from Toyota/Japan. It may not match the performance of your $575 kit, but we firmly believe our $300 kit is a significant improvement over running no catch can at all.

At the end of the day, no one here is trying to mislead customers. These are simply different solutions for different priorities. Some customers want maximum engineering and aesthetics and are willing to pay for it. Others want a clean, well built, effective system at a more accessible price. People will spend their money where they see the most value for their needs, and that is completely fair.

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Broski said:
And look with nice automotive style aluminum fittings imagine that. 🤷‍♂️
Sorry to rain on your parade. But this is a forum. Open to discussion.
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You're absolutely right, this is a forum and open discussion is encouraged. And yes, the fittings do look great! That said, they don’t provide any functional benefit and would only increase the cost of our kits.

As we explained in the other thread, we opted for brass fittings for durability and reliability. Hypothetically, imagine wanting to swap anodized fittings on your kit for a different color and one of them seized and snapped while removing it. That would create a headache for a customer. This is exactly why we went with tried and true brass fittings for our kit, to avoid those issues and keep the system reliable out of the box. Ultimately, you were able to swap out the fittings and match exactly what you wanted.

Below we copied and pasted our response from the other thread, where we also make some additional valid points.
Broski said:
I happy with my catch can but I don’t understand why you use gas pipe fittings that are commonly used in household applications ?
IMO they just don’t look right and why I change mine out for some nice automotive fittings.
After all it’s a 1FZ not a wall furnace 😉
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We're glad you’re happy with the catch can! And that's a great question...

We avoid aluminum fittings because aluminum on aluminum can cause "galling", especially when tightening and clocking them to the correct orientation. That can quickly seize or damage a port. We use brass because it’s durable, readily available, seals very well since it’s softer than aluminum, and is much less likely to gall.

It’s also worth noting that the TRD Supercharger and several other catch can systems have used brass fittings for years. For us, function and durability come first, but we understand wanting a certain look in your engine bay!
 
Would only increase the cost of our kits.
From the beginning I though this was the real reason. Thanks for shearing !
I to want things to work well first but I also want them to look good/ correct doing so !!
 
@Epic
To be clear, I’m not concerned with how the fittings look or what material you chose for appearance. If brass fittings were truly the right solution for high-performance applications, every race car would be using them instead of AN fittings and braided hose. Proper tools also exist to prevent damage to AN hardware, so that argument doesn’t hold.

Let’s be honest about cost as well. This isn’t about “price sensitivity” — it’s about product value and performance. The production cost on that kit is likely under $30, yet it’s being sold at a premium. My own non-boosted system sells at the same price point and includes a custom bracket, AN fittings, and braided hose, so price isn’t the issue.

The real reason I’m reaching out is because I had to remove and repair one of your systems from a supercharged FZ engine. During testing, the can and PCV setup proved incapable of handling boost — not even at 5 psi.

Here’s what we documented:

  • The catch can developed a significant vacuum leak (consistent with others I’ve tested on boosted engines).
  • This created a lean condition that could have caused serious engine damage if left unresolved.
  • The PCV valve failed under boost and allowed approximately 5 psi of crankcase pressure.
  • That pressure blew out the rear main seal and likely compromised valve seals as well.
  • On higher-boost applications (for example, turbo setups around 8 psi), this type of failure could easily result in piston damage.
Seal failures are already common on higher-mileage TRD-supercharged FZ engines due to known PCV and system limitations. Even OEM PCV valves fail relatively quickly and allow boosted air into the crankcase. Addressing that vulnerability is the primary reason I developed forced-induction-specific catch can solutions — engine protection first, oil separation second.

My concern is that this system is being marketed as suitable for boosted applications when, based on real-world testing, it is not. That puts customers with very expensive engines at risk, often without them realizing it until damage occurs.

I came in strong because I’m seeing misleading claims tied to high-dollar engines and customers who trust those claims. The end result is that they’re the ones paying for failures.

For anyone currently running this system on a forced-induction engine, my recommendation would be:

  • Disassemble the can
  • Permanently seal the halves (for example, with red threadlocker) to prevent vacuum leaks
  • Treat it as temporary at best, and remove it once it fills
Boosted crankcase systems require components designed specifically for pressure management — not just oil separation.
 
raisinhell2 said:
@Epic
To be clear, I’m not concerned with how the fittings look or what material you chose for appearance. If brass fittings were truly the right solution for high-performance applications, every race car would be using them instead of AN fittings and braided hose. Proper tools also exist to prevent damage to AN hardware, so that argument doesn’t hold.

Let’s be honest about cost as well. This isn’t about “price sensitivity” — it’s about product value and performance. The production cost on that kit is likely under $30, yet it’s being sold at a premium. My own non-boosted system sells at the same price point and includes a custom bracket, AN fittings, and braided hose, so price isn’t the issue.

The real reason I’m reaching out is because I had to remove and repair one of your systems from a supercharged FZ engine. During testing, the can and PCV setup proved incapable of handling boost — not even at 5 psi.

Here’s what we documented:

  • The catch can developed a significant vacuum leak (consistent with others I’ve tested on boosted engines).
  • This created a lean condition that could have caused serious engine damage if left unresolved.
  • The PCV valve failed under boost and allowed approximately 5 psi of crankcase pressure.
  • That pressure blew out the rear main seal and likely compromised valve seals as well.
  • On higher-boost applications (for example, turbo setups around 8 psi), this type of failure could easily result in piston damage.
Seal failures are already common on higher-mileage TRD-supercharged FZ engines due to known PCV and system limitations. Even OEM PCV valves fail relatively quickly and allow boosted air into the crankcase. Addressing that vulnerability is the primary reason I developed forced-induction-specific catch can solutions — engine protection first, oil separation second.

My concern is that this system is being marketed as suitable for boosted applications when, based on real-world testing, it is not. That puts customers with very expensive engines at risk, often without them realizing it until damage occurs.

I came in strong because I’m seeing misleading claims tied to high-dollar engines and customers who trust those claims. The end result is that they’re the ones paying for failures.

For anyone currently running this system on a forced-induction engine, my recommendation would be:

  • Disassemble the can
  • Permanently seal the halves (for example, with red threadlocker) to prevent vacuum leaks
  • Treat it as temporary at best, and remove it once it fills
Boosted crankcase systems require components designed specifically for pressure management — not just oil separation.
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If that was truly the reason you were reaching out, then why not start with that?

More importantly, if a customer truly experienced a rear main seal failure that was directly caused by our system, we absolutely want to know about it and look at the data. That is not something we would ever ignore. Engine damage is a serious claim, and we would welcome logs, photos, and specifics so we can evaluate it properly. We have not received a single report of this from any customer. If this did occur, we would encourage that customer to contact us directly or post the details here so it can be reviewed transparently.

Regarding the “price sensitivity” comment, we are a bit confused. Are you suggesting our kit costs under $30 to produce? The catch can alone costs us $170. If you are referring to your non boosted kit being around $30 in components and sold at $250, that is your pricing structure and your business decision. Just as we have ours.

At the end of the day, customers are free to spend their money wherever they see value.
 
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