Pros and Cons of CCV Delete for 6.7 Powerstroke Engines Explained

A CCV reroute for the 6.7 Powerstroke changes how crankcase gases are handled. Before choosing one, distinguish measurable oil separation from claims about horsepower, throttle response, and engine life. Published manufacturer testing provides useful collection figures, while owner forums illustrate experiences that may not apply to every truck.

What Is a CCV Delete?

The crankcase ventilation system on your 6.7 Powerstroke manages combustion gases that pass the piston rings. In the factory closed system, separated gases return to the intake. A delete or reroute may change that path; a closed-loop catch can instead adds separation while returning gases to the engine. These configurations should not be treated as interchangeable.

Mishimoto's development article describes a closed-loop arrangement that routes gases through a catch can, back through the factory filter box, and into the engine. Its test results therefore describe that arrangement, not a vent-to-atmosphere delete. [1]

The Pros and Cons

The Pros

• Measurable oil collection. In Mishimoto's manufacturer-run testing, each of two trucks completed 1,000 miles, approximately 1,609 km. The truck testing the 2017+ kit collected approximately 5 mL of black oil. The truck testing the 2011–2016 kit collected approximately 20 mL of oily blow-by plus 10 mL of gray residue, or about 30 mL total. The manufacturer suspected the gray material contained oil, fuel, carbon, and condensation; it did not report a laboratory composition analysis. These are individual test results, not fleet averages, capture-efficiency percentages, or proof of extra horsepower. [1]
• Owner-reported cleaner intake plumbing. In a March 2015 PowerStrokeArmy discussion, one owner reported oil residue at 18,000 miles. Another said the intake tubes showed no oil after running a reroute for more than one year. These are unverified owner observations, without controlled inspections or measured deposit weights. They do not establish a guaranteed clean-intake interval or demonstrate removal of existing deposits. [2, posts 3–4]
• A choice of serviceable configurations. For a concrete equipment example, Mishimoto lists a 5.3 US fl oz capacity, approximately 157 mL, for its 2017–2022 catch-can kit. This is reservoir capacity, not an oil-collection rate. That kit retains the stock CCV filter box and is not compatible with other CCV delete or reroute kits. These specifications must not be attributed to a different brand's product. [3]

The Cons

• No substantiated horsepower promise. The sources reviewed for this article do not provide a controlled before-and-after dyno test isolating a CCV delete on a 6.7 Powerstroke. A specific horsepower gain or throttle-response percentage therefore cannot be assigned. Lack of evidence is also not a measurement of zero gain.
• Additional monitoring. Mishimoto recommends inspecting its catch can every 1,000 miles after installation until an accumulation baseline is established, and keeping the contents below the internal baffle. This is an initial inspection interval for that product, not a universal drain interval. [3]
• Possible drips and odor. Forum experiences differ. In the same PowerStrokeArmy thread, one owner reported oil spotting beginning after nearly one year, while another reported no dripping. These anecdotes do not establish a failure rate. [2, posts 9 and 11]
• Emissions implications. EPA policy addresses modifications that remove or render emissions controls inoperative. Calling a part a “reroute” does not by itself demonstrate compliance, and an “off-road use” label is not a blanket exemption for modifying a certified road vehicle. Check the actual configuration and applicable requirements. [4]

Will Oil Consumption Increase?

The reviewed evidence does not support a universal increase expressed as a percentage or quarts per 1,000 miles. Catch-can contents are not automatically equivalent to additional engine-oil consumption, especially when they include other condensates.

There is a documented factory-system concern with specific applications. Ford's TSB 19-2053, dated March 21, 2019, addresses oil consumption during extended idling on certain 2017–2019 F-Super Duty chassis-cab/dual-rear-wheel pickups and 2016–2019 F-650/F-750 trucks with the 6.7L engine. Ford identifies a restricted ventilation filter as a possible cause of high crankcase pressure and specifies replacement of the oil separator. It does not prescribe a CCV delete or establish a pressure limit for all 6.7L trucks. [5]

For your own comparison, log mileage and measured oil top-ups under consistent checking conditions. Calculate added oil per 1,000 miles as: oil added ÷ miles driven × 1,000. Record catch-can drainage separately. This is a bookkeeping method, not a Ford oil-consumption specification.

Is It Worth It?

If your goal is oil management, the published collection data provide a useful starting point. If your goal is more towing power or quicker acceleration, these sources do not establish a numerical benefit. Diagnose an existing restriction or oil leak before choosing a modification.

A closed-loop separator and an atmospheric vent handle gases differently. No verified emissions comparison in the reviewed material supports describing one as a particular percentage “more environmentally conscious.” Evaluate the complete system, its maintenance requirements, and its documented suitability for your truck.

Challenges Along the Path

• Compatibility: Confirm the truck's model year, installed separator design, and the exact kit's instructions.
• Warranty: Review the applicable warranty terms and the cause of any failure; avoid assuming either blanket cancellation or guaranteed coverage.
• Diagnosis: A forum report of oil residue is not a measurement of excessive crankcase pressure. Obtain vehicle-specific diagnostic specifications when investigating a fault.

Reliability: What the Evidence Can Support

The cited tests and anecdotes do not establish how many extra miles a CCV modification adds to engine life. Cleaner-looking plumbing is an observation, not proof of reduced engine wear or prevention of every oil leak. Keep oil-level, drainage, and repair records to evaluate the actual result on your vehicle.

Before Installation and After-Service Checks

• Gather the correct instructions. Use documentation for the exact kit and vehicle configuration. An installation guide for one brand does not establish the specifications for another.
• Identify the components. Inspect the existing CCV connections, separator mounting area, and affected intake connection. Any replacement separator, adapter, hose, or cap should match the chosen system's documented layout.
• Use product-specific torque values. As an example only, Mishimoto specifies 22 in-lb (2.5 N·m) for its kit's worm-gear clamps, with a maximum of 27 in-lb (3 N·m). These are not CCV housing-bolt specifications and must not be transferred to the linked SPEtuner kit. [3]
• Check operation. Inspect connections and hose routing according to the kit instructions. If a pressure problem is suspected, use the applicable Ford diagnostic procedure. No verified CCV-only sound-pressure or frequency measurements were identified, so this article makes no dB or Hz claim.

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FAQs: Your Questions, Answered

Q: Will this modification increase horsepower?
A: A specific increase is unsubstantiated by the reviewed sources. Do not treat catch-can collection results or gains from a multi-part engine build as CCV-only dyno evidence.

Q: Is it street-legal?
A: Legality depends on the modification and applicable requirements. EPA's anti-tampering policy is relevant to changes affecting certified emissions controls; product terminology alone does not establish compliance. [4]

Q: Will my engine consume more oil?
A: There is no supported universal numerical increase. Measure top-up volume and distance on your own truck, and investigate changes rather than assuming they are normal.

Q: Does a catch can remove existing carbon deposits?
A: The cited testing measured collected material; it did not demonstrate removal of pre-existing engine deposits or establish a deposit-free mileage guarantee.

The Final Word

A Ford 6.7 crankcase filter delete or reroute should be assessed by its actual gas routing, oil-separation design, compatibility, and maintenance requirements. The useful numbers concern specific tests and equipment. They do not justify invented horsepower, longevity, noise, or emissions claims.

When comparing options from SPEtuner or another supplier, request data for the exact product. Results from Mishimoto equipment are included here as attributed industry evidence, not as performance claims for SPEtuner products.

Sources reviewed September 19, 2026. Manufacturer tests, manufacturer specifications, Ford service information, and individual forum observations are identified separately above. Original article images and commercial links are retained as supplied; they are not evidence for the numerical claims.