This is why every single supercharged ski needs a catch can! 300 guys have a look!

[Green Hulk]

Does this catch can work on Seadoo Boats since it's a same engine ? Riva does not mention Seadoo boats but can't see a reason why it wouldnt work.

Yes, it works in boat applications also. Here are two great catch can options for the skis and boats, use the discount code "greenhulk" at checkout to save $$$ off of either choice



RIVA Sea-Doo Catch Can/Engine Breather Kit (All Sea Doo)

RS19050-BCC-5Our easy to install catch can/oil breather eliminates power-robbing crankcase fumes and oil vapor from your Sea-Doo engine's air intake. Increases horsepower by removing the engine's requirement to burn relatively non-combustible oil. Also improves intercooler efficiency by preventing oil sludge coa...
$161.95
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WORX Seadoo Oil Catch-Can

WR04070-SWorx's new Seadoo Oil Catch-Can collects excess oil vapours that would otherwise pass through your engine's air intake. The oils condense in the Catch-Can for easy periodic emptying through our convenient, bottom-mounted brass drainage plug. This catch-can is extremely easy to install and can either...
$149.95
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[Green Hulk]

Guys, in response to all those comments about running a hose back to the air intake, this is a bad idea for high performance applications such as ours as recirculating crankcase vapors can cause detonation.

Source of below quote https://www.comeanddriveit.com/engine/detonation-and-knock

Crankcase Oil Vapor aka ÔÇ£Blow-ByÔÇØ from the PCV System

An issue particularly troublesome on high RPM and high boost motors is aerated oil vapor being blown back through the intake track via the positive crankcase ventilation, PCV, system. The oil has a significantly lower auto-ignition temperature and will ignite early causing detonation in sufficient volumes.

[K447]

[SIZE=2]Guys, in response to all those comments about running a hose back to the air intake, this is a bad idea for high performance applications such as ours as recirculating crankcase vapors can cause detonation.

Source -

https://www.comeanddriveit.com/engine/detonation-and-knock

-

An issue particularly troublesome on high RPM and high boost motors is aerated oil vapor being blown back through the intake track via the positive crankcase ventilation, PCV, system. The oil has a significantly lower auto-ignition temperature and will ignite early causing detonation in sufficient volumes.

The oil comes from the high-pressure power stroke bleeding gas past the compression rings (rings #1 ÔÇô 2) and down into the crankcase. The crankshaft is spinning at a high rate of speed, which creates a very turbulent environment of air and fine oil droplets known as ÔÇ£windage.ÔÇØ These droplets coat the cylinder walls and help to cool the engine and lubricate the pistons, but they also get blown down through the PCV.

On modern vehicles, the PCV is routed back to the intake tube where the blow-by vapors are consumed by the engine. Typically this is not an issue, but in sufficient volumes it can be. This is why air : oil separators are installed on performance engines which are particularly prone to these issues.

Well, is the Seadoo 4-Tec engine 'prone' to this problem, and is the volume of oil fumes being ingested large enough to cause actual trouble?

How close to the actual edge of pre-ignition is a typical Stage 2 (or whatever) recent era Seadoo 260/300 engine running? Is it so close that the crankcase fumes would push it dangerously close to to pre-ignition risk?

Put another way, if the crankcase vent is reconnected to the stock configuration where the fumes are consumed by the engine, does the engine begin to suffer from pre-ignition, whereas disconnecting the crankcase fume feed into the engine resolves the pre-ignition?

[Green Hulk]

Well, is the Seadoo 4-Tec engine ‘prone’ to this problem, and is the volume of oil fumes being ingested large enough to cause actual trouble?

How close to the actual edge of pre-ignition is a typical Stage 2 (or whatever) recent era Seadoo 260/300 engine running? Is it so close that the crankcase fumes would push it dangerously close to to pre-ignition risk?

Put another way, if the crankcase vent is reconnected to the stock configuration where the fumes are consumed by the engine, does the engine begin to suffer from pre-ignition, whereas disconnecting the crankcase fume feed into the engine resolves the pre-ignition?

Let me put it simply, your engine re breathing crankcase vapors is not good for any performance application. Why take the risk? Vent your crankcase through a catch can and be done with it.

[K447]

- any performance application.

Why take the risk? ...

I guess that is the question - is there an actual risk (to the engine internals), with these specific engines?

Not the risk of the intercooler developing an oily film that potentially reduces maximum power, but risk of actual damage to the engine internals.

What degree of risk?

[Team Bilford]

Let me put it simply, your engine re breathing crankcase vapors is not good for any performance application. Why take the risk? Vent your crankcase through a catch can and be done with it.

Jerry,
Since the can releases the vapors into the hull/bilge rather than the atmosphere, aren't the vapors going into the induction system anyway?