What a CCV Reroute Actually Does
A CCV reroute kit takes crankcase vapor that the factory system routes back into the intake and sends it somewhere else instead, typically overboard or into a catch can where oil is separated out before the remaining vapor is vented. The result is an intake tract that stays clean instead of collecting oil residue mile after mile, and in most cases a small but real reduction in oil consumption tied to crankcase pressure.
Symptom Checklist: Do You Need One?
- Oil visible in the intercooler piping or intake tubing when you pull a boot off
- Oily residue building up on the turbo inlet or compressor wheel
- A CCV filter that needs replacing more often than the interval feels reasonable
- Noticeably more oil consumption than the truck showed when it was newer
- Front main seal or rear main seal weeping that coincides with high crankcase pressure readings
If two or more of these sound familiar, a reroute kit is worth looking at. If none of them do, your factory system may still be working as designed and there's no reason to change it yet.
How the Factory CCV System Works
Crankcase pressure and where the vapor goes. As the engine runs, blow-by gas builds pressure in the crankcase. The factory CCV system is designed to vent that pressure by routing the vapor back into the intake tract, where it gets pulled into the engine and burned along with the intake charge. This is standard emissions design across nearly every modern diesel platform.
Why oil ends up in the intake. The problem is that crankcase vapor doesn't travel alone. It carries fine oil mist with it, and the factory filter or separator built into that path is only rated to catch so much before it saturates. Once that happens, oil starts making it all the way through to the intake tract, the intercooler piping, and eventually the turbo inlet, coating everything it touches along the way.
Symptoms of a Restricted or Failing CCV
Oil film in the intake tract and intercooler. This is the most visible symptom and the one most owners notice first, usually when pulling a boot off for another reason and finding the inside coated in oil residue that wasn't there a year earlier.
Front main seal pressure issues. Excess crankcase pressure has to go somewhere, and if the CCV system isn't venting it efficiently, that pressure can push against seals that were never designed to hold back that much. A front or rear main seal that starts weeping on a truck with no other reason to leak is worth checking against crankcase pressure before assuming it's just a worn seal.
Filter service cost on some platforms. A handful of platforms use a serviceable CCV filter that needs periodic replacement, and on trucks that see heavy idle time or short trip cycles, that filter can load up faster than the recommended interval assumes. Owners on these platforms often find a reroute kit pays for itself over a few filter cycles alone.
Reroute vs Filter Replacement
Cost over ownership. Replacing the factory CCV filter on schedule is the cheaper option in any single instance, but it's a recurring cost for the life of the truck, and it doesn't stop oil from making it into the intake between service intervals. A reroute kit is a larger cost once, but it removes the ongoing filter expense and the oil-in-intake problem at the same time. For owners planning to keep a truck long term, the reroute usually wins on total cost even though the sticker price is higher up front.
Many owners install a CCV reroute at the same time as a full emissions delete, since both jobs open up similar areas of the engine bay. If you're planning both, browsing the diesel delete kits collection alongside your CCV kit is worth doing before you order either one separately.
What's in a Reroute Kit
Hose, fittings and separator. A standard reroute kit includes high-temperature hose rated for crankcase vapor and heat cycling, the fittings needed to connect into the existing crankcase port, and in most kits a separator stage that pulls oil out of the vapor stream before it's vented.
Catch-can options. Some kits route the vapor to a catch can instead of venting it directly, which gives you a serviceable reservoir you empty periodically rather than relying on passive separation alone. A catch-can setup is more maintenance, checking and draining it on a schedule, but it typically does a better job of keeping oil out of the intake long term. Current kit options with and without a catch can are listed under CCV reroute kits.
Platform Fitment
Powerstroke. Fitment differs across the 6.0, 6.4 and 6.7 Powerstroke generations, and a kit built for one won't bolt to another without modification. Confirm your exact engine and model year before ordering from the Powerstroke CCV reroute kit lineup.
Cummins. The 6.7 Cummins is the platform most commonly fitted with a CCV reroute, and kits are matched specifically to that generation's crankcase port location and hose routing. 6.7 Cummins CCV reroute guide walks through the install on this platform specifically if you want to see what the job involves before ordering from the Cummins CCV reroute kit collection.
Duramax (LLY, LBZ, LMM). These three Duramax generations share a similar crankcase design but differ enough in port location and hose length that kits are sold per generation rather than as one universal fit. If you're not certain which generation you're working with, the LLY Duramax buyer's guide, LBZ Duramax buyer's guide and LMM Duramax buyer's guide cover the identifying details for each. Once you've confirmed your generation, LLY, LBZ and LMM reroute kits are all sold separately by platform.
Install Difficulty
A CCV reroute is one of the more approachable upgrades in the diesel aftermarket space. Most installs run one to two hours for someone with basic hand tools and no prior experience, since the job is largely hose routing and fitting connections rather than anything requiring specialized equipment. Clearance around the crankcase port is the main variable between platforms, with some engine bays offering easier access than others.
FAQ
Do I need a CCV reroute if my truck isn't burning much oil?
Not necessarily. If you're not seeing oil in the intake tract or intercooler piping and consumption is normal for the mileage, the factory system may still be handling crankcase vapor adequately. The symptom checklist above is the better indicator than oil consumption alone.
Is a catch can better than a straight reroute?
A catch can requires periodic draining but generally does a better job keeping oil out of the intake long term than a passive separator alone. A straight reroute is lower maintenance but relies more on the built-in separator stage doing its job over time.
Will a CCV reroute void my factory warranty?
Any modification to emissions-related components can be used as grounds to deny a warranty claim tied to that system, though this varies by manufacturer and dealer. Check your specific warranty terms before modifying a truck still under factory coverage.
Can I install a CCV reroute kit myself?
Yes, for most platforms. It's one of the more straightforward diesel upgrades, typically one to two hours with basic hand tools, though clearance around the crankcase port varies by engine.
Do LLY, LBZ and LMM Duramax trucks use the same CCV kit?
No. These three generations differ enough in port location and hose length that kits are sold separately by platform rather than as one universal fit.
