HG Motorsport Catch can set VAG 2.0 TSI EA888 Gen.3 (e.g. Golf 7 GTI/CS/R, Leon 5F Cupra) (HGCCVAG03)

No carbon build-up on the intake valves and intake manifold flaps, and all without BEDI cleaning? And no loss of power either? Our TFSI catch can set provides the solution. Advantages: - Oil vapours are fed into the catch tank and collected there - no carbon build-up on the intake manifold flaps and intake valves - no burning of large amounts of oil - no loss of power - fitting the system makes combustion cleaner - fits with the original intake/engine cover - fits all models with all-wheel drive or front-wheel drive - the washer fluid reservoir does not need to be modified as with other manufacturers, and the full volume of washer fluid can still be used - the hoses are already pre-made to the correct length and the connections pre-assembled - the OEM seal can be reused / does not need to be modified Disadvantage without a catch tank: - Carbon build-up on the valve -> valve breakage -> this in turn can cause engine damage - Loss of power -> rough idle

Technical details:

• - Catch tank with chamber design incl. sintered filter - extra-large tank capacity: approx. 1200 ml - Black braided steel lines with racing fittings - CNC-milled PCV Fix - Black anodised - Plug & play set, no adaptation work required - Emission values (Euro standard) are still met - The catch tank can be emptied from below (e.g. during an oil change) without having to remove the tank - no TÜV certificate Normally, the oil and water vapours are routed into the intake manifold, where, after entering the combustion chamber, they are ignited together with the fuel-air mixture and expelled. Because of the direct injection system of the TSI models, the cylinder heads and valves are no longer flushed with fuel. This means that the fuel normally used for cleaning is missing, because it is injected directly into the combustion chamber. As a result, the exhaust gas recirculation combined with the oil and water vapours from the crankcase ventilation causes heavy deposits to build up. These settle on the chambers of the cylinder heads and on the valves. These deposits (carbon build-up) make the material surface rough, the air passage cross-sections narrow, and neither optimum air swirl nor optimum cylinder filling is achieved. While the carbon build-up is still slight, power initially drops noticeably and a rough idle occurs. On top of this come poorer emission values and higher fuel consumption. At an advanced stage, the carbon build-up even disrupts the valve train so much that some of the valves no longer close, so there is no compression in the affected cylinders, which leads to misfires. The carbon build-up can also cause the valves to break. In the worst case, this in turn can cause engine damage. The HF-Series catch can set remedies this problem once and for all. A catch tank system does not route the oil vapours produced while the engine is running to the intake tract. The oil vapours are routed into the catch tank that gives the system its name and are collected there. This reduces carbon build-up on the valves. This reduction results in better engine running and, ultimately, also in the best possible restoration of the original power. Fitting the system also makes combustion cleaner. Despite the oil and water vapours being diverted into the catch can, the emission values (Euro standard) are still met. The main problem: the poorly designed crankcase ventilation. Under high g-forces, especially in combination with higher oil temperatures, the oil sloshes up to the crankcase ventilation and then goes directly into the fresh-air side of the turbocharger, which causes heavy smoke from the tailpipes. The consequences: limp mode, misfires, up to turbocharger damage and even catastrophic engine failure. Under sporty conditions, the oil separator does not work optimally. Sporty conditions usually occur on the race track, but can also arise from hard braking from high speeds or on steep roads. The solution: this is exactly where our catch can system differs from simple versions in which a tank is simply placed in the return line. In our system, the complete PCV block on the cylinder head is converted as well. It is designed to prevent the engine oil from “sloshing over” into the return line, making this problem a thing of the past on all EA888 Gen3/4 engines. This item is not approved for use on public roads - For racing purposes only!

TÜV / ABE available upon request

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