They Solve Different Problems
A catch can sits inline with your factory CCV or PCV routing and catches oil before it reaches the intake. The vapor still passes through the factory path, but a canister intercepts the liquid oil along the way. You get a visual record of how much oil your engine is throwing, and you empty it on a schedule.
A CCV reroute kit takes a more direct approach. Instead of filtering the vapor, it removes the factory routing entirely and sends crankcase gases somewhere other than your intake, usually to atmosphere through a filtered vent or breather. There is no canister to check and nothing to drain, because the oil vapor never reaches a collection point inside your engine bay in the first place.
| Factor |
Catch Can |
CCV Reroute Kit |
| Primary function |
Collects oil vapor before the intake |
Redirects crankcase vapor away from the intake path |
| Maintenance |
Periodic draining, typically every 1,000 to 3,000 miles |
No draining required after install |
| Intake protection |
Reduces oil buildup, does not eliminate it |
Removes the oil vapor source from the intake entirely |
| Install time |
1 to 2 hours on most platforms |
1 to 3 hours depending on routing |
| Best fit |
Owners who want to monitor oil condition and blow-by |
Owners who want a set-and-forget result |
If you already know your platform needs a permanent fix and you are ready to shop, EngineGo stocks CCV reroute kits built for Powerstroke, Cummins, and Duramax applications. If you are still weighing the trade-offs, the breakdown below covers what each option actually does under the hood.
What a CCV Reroute Does
Vents Crankcase Vapor Away From the Intake
A CCV reroute kit disconnects the factory line that sends blow-by gas back into the intake and replaces it with new routing, usually terminating at a filtered breather low in the engine bay. On the 6.7L Powerstroke, Ford's factory CCV design is a known contributor to oil-fouled intercoolers and charge pipes, and a Powerstroke CCV reroute kit addresses that routing directly instead of managing the symptom downstream.
Because the vapor no longer passes through the intake system, there is nothing left for oil to condense onto inside your charge piping. That keeps your intercooler, throttle body, and intake valves cleaner over the life of the truck, which matters most on trucks that see a lot of highway miles or heavy towing where crankcase pressure runs higher.
Zero Maintenance After Install
Once a CCV reroute kit is installed and sealed correctly, there is no scheduled service tied to the part. You are not draining a canister or adding a task to your maintenance list. The only upkeep is a visual check of the hose routing and breather filter during a normal oil change, something most owners already do anyway.
That maintenance-free profile is why reroute kits show up so often on trucks that log high annual mileage. Duramax owners running an LML, LMM, or L5P in daily work-truck or fleet-adjacent service often land on a Duramax CCV reroute kit for exactly this reason: one less part to remember between services.
What a Catch Can Does
Separates and Collects Oil Vapor
A catch can works differently. It stays inline with the factory or reroute plumbing and uses a baffled internal chamber to slow the vapor down, causing oil to condense and drop into a reservoir at the bottom of the canister. The filtered vapor that continues on to the intake carries far less oil than it would without the can in place.
This gives you a direct look at how much oil your engine is producing through blow-by, which some owners treat as an early sign of ring wear, turbo seal issues, or other problems worth investigating. On the 6.7L Powerstroke specifically, EngineGo offers an internal catch can built for 2011 to 2023 trucks that mounts without major fabrication.
Requires Periodic Emptying
The trade-off for that visibility is maintenance. A catch can needs to be drained on a schedule, and how often depends on your driving pattern, mileage, and how much blow-by your engine produces. Trucks that tow heavy or run hard tend to fill a catch can faster than trucks used mostly for daily driving.
Skipping drain intervals defeats the purpose of the part. Once a catch can reaches capacity, excess oil either backs up into the vapor line or gets pushed past the canister entirely, putting you back where you started with oil reaching the intake.
Running Both
Some owners run a catch can and a CCV reroute kit together, and there is a real case for it. A reroute kit gets the vapor off the intake for good, and a catch can on the reroute vent line keeps oil from spraying directly into the engine bay or onto the ground.
This combination makes sense on trucks with high mileage, visible blow-by, or a history of turbo or ring wear, where the engine produces enough vapor that neither part alone fully manages it. Cummins owners dealing with a worn 6.7L often land in this category, and pairing a Cummins CCV reroute kit with a can on the vent line gives you permanent routing plus a way to monitor how much oil the engine is pushing.
For a newer engine with normal blow-by, running both is usually more than you need. Pick the solution that matches your maintenance tolerance instead.
Cost and Maintenance Over Two Years
Sticker price only tells part of the story. Maintenance time adds up past year one, and it changes the comparison.
| Cost Factor |
Catch Can |
CCV Reroute Kit |
| Upfront part cost |
Generally lower |
Generally comparable or slightly higher |
| Annual maintenance time |
4 to 12 drain cycles per year depending on mileage |
None |
| Replacement parts over 2 years |
Occasional filter or seal |
Occasional breather filter |
| Labor cost if you pay a shop |
Recurring, adds up over ownership |
One-time install cost only |
| Total cost over 2 years |
Higher for high-mileage or towing trucks |
Lower over time, higher single upfront cost |
For a truck driven under 15,000 miles a year with light towing, the gap narrows. For a work truck or a high-mileage daily driver, the reroute kit tends to save both money and time once you factor in two years of drain intervals.
Which to Choose by Use Case
Daily Driver
If your truck sees mostly commuting miles with occasional towing, a catch can is a reasonable starting point. Blow-by volume stays low, drain intervals stretch out, and the lower upfront cost fits a truck that is not working hard enough to justify a full reroute.
Heavy Towing
Towing raises crankcase pressure and blow-by volume, so a catch can fills faster and needs more attention than most owners want to give it. A CCV reroute kit handles the higher vapor volume without adding another task to an already demanding use case. If you are already looking at other upgrades to support towing, our Powerstroke towing upgrade guide covers what else typically gets addressed on the same build.
Off-Road and Competition Builds
Trucks built for off-road use or competition often run a reroute kit paired with a catch can on the vent line, since these builds already see elevated blow-by from sustained high RPM or aggressive tuning. This keeps oil vapor contained instead of venting directly into the engine bay, which matters for trucks inspected at events or driven off public roads under race or competition rules.
FAQ
Does a catch can hurt performance?
No. A properly sized catch can does not restrict crankcase ventilation enough to affect power. It only removes oil from the vapor path.
Can I install a CCV reroute kit myself?
Most reroute kits are a moderate DIY install involving hose routing and a breather mount, finished in an afternoon with common hand tools. Some owners choose professional installation if their platform requires fitting near tight engine bay components.
Do I still need a catch can if I install a CCV reroute kit?
Not always. A reroute kit alone stops oil vapor from reaching the intake. A catch can on the vent line adds a way to monitor oil output, which some owners prefer even though it is not required. Our 6.7L Cummins CCV reroute guide walks through a full setup on that engine.
How often should I drain a catch can?
Check it every 1,000 to 3,000 miles until you know your engine's blow-by rate, then adjust the interval based on how full it runs between changes.
Do CCV reroute kits raise any legal or compliance concerns?
Regulations on crankcase vapor routing vary by state, and requirements differ by platform. Some CCV reroute and catch can configurations are intended for off-road, race, or non-public-road use where permitted. Check your local emissions rules before installing, and confirm your specific kit's intended use case before you buy.
Bottom Line
A catch can gives you visibility and a lower upfront cost, at the price of ongoing maintenance. A CCV reroute kit gives you a permanent fix with less long-term upkeep, at a slightly higher upfront investment. Match the part to how you actually drive the truck, not just the spec sheet.
Whether you run a Powerstroke, Cummins, or Duramax, the diesel parts specialists at EngineGo stock reroute kits built for your exact platform, along with catch can options where available.
Not sure which setup fits your engine and mileage? Check your year and configuration, then shop the full reroute kit lineup before you order.
