CCV Delete for Diesel Trucks: Reroute vs. True Delete, Legal Risks, and What SuncentAuto Kits Actually Do
What the CCV System Actually Does
The crankcase ventilation (CCV) system on a diesel truck manages blow-by gases. As pistons fire, a small amount of combustion gas slips past the rings into the crankcase. That gas carries oil vapor. The CCV system routes those vapors back through a filter and into the intake tract, where the engine re-burns them.
On paper, it is clean and self-contained. In practice, all that oily mist gradually coats the inside of your intercooler pipes, turbo inlet, and intake manifold — contributing to carbon buildup that compounds over time.
Delete vs. Reroute: Not the Same Thing
Most of the confusion around this mod starts here. A true CCV delete eliminates the vent path entirely and caps off the crankcase. A reroute — which is what most aftermarket kits actually do — redirects crankcase vapors into a catch can that collects the oil before it can foul your intake.
That difference matters. A true delete with no outlet allows crankcase pressure to rise unchecked. Enough pressure and your front or rear main seal starts weeping oil. The reroute-to-catch-can approach is far more common and considerably safer because pressure still has somewhere to go.
Most kits marketed as CCV deletes — including many from SuncentAuto — are reroute kits. Read the product description carefully before ordering.
Why Diesel Owners Do It
Three reasons drive this modification.
- Cleaner intake tract. Without oily vapors recycling back into the intake, intercooler pipes, turbo inlets, and intake manifolds stay cleaner for much longer.
- Longer turbo life. Oil contamination in the turbo inlet is a known wear contributor on high-mileage diesel engines. Rerouting vapors away from that path reduces stress on compressor wheel bearings over time.
- Eliminating a maintenance item. The factory CCV filter on many diesel platforms needs periodic replacement. A reroute kit removes that recurring cost — though the catch can itself needs regular emptying.
Power gains from a CCV mod alone are minimal. The real payoff is long-term cleanliness and fewer problems upstream of the turbo, not a dyno number.
The Risks
If a reroute is not plumbed correctly, crankcase pressure builds. Too much and oil finds the path of least resistance — usually valve cover gaskets, rear main seals, or breather lines. These leaks do not always appear right after installation. Some develop slowly over thousands of miles.
Oil consumption can also tick upward slightly. Without the PCV loop returning vapors to the intake, a small amount of oil exits through the catch can rather than cycling back. On a high-mileage engine with worn rings, that loss can become noticeable.
Installation errors cause most of the problems people report. Misrouted lines, loose fittings, and an undersized catch can are the three failure points that come up repeatedly. Torque the fittings properly and route the vent line so it does not kink under load.
Where the Law Stands in 2026
The legal picture on diesel emissions deletes has shifted recently, but not in the direction some truck owners assume.
The Clean Air Act tampering prohibition is still on the books. Removing or defeating any emissions control device on a motor vehicle is technically a federal violation. That law has not been repealed. What changed is enforcement posture: in early 2026, the DOJ announced it would not pursue criminal prosecution against individual truck owners for diesel emissions delete modifications. Civil liability under the Clean Air Act remains possible.
State-level emissions testing adds another layer. In states with periodic vehicle inspections that include emissions checks, a CCV reroute that vents freely to atmosphere will likely trigger a failure. A closed-loop reroute to a catch can — where vapors are collected but not released to open air — is viewed more favorably, though it still modifies OEM equipment.
Not criminal, but not legal. Know what your state requires before you buy a kit.
SuncentAuto Kits: What You Actually Get
SuncentAuto sells CCV reroute kits for the major diesel platforms — 6.7 Powerstroke (2011–2025 model years), 6.7 Cummins (2007–2026), and 6.6 Duramax across several model year ranges. The kits provide the hardware to redirect crankcase vapors away from the intake. Some bundles include a catch can; others vent to atmosphere, which carries the emissions considerations noted above.
Build quality is generally described as adequate for the price — functional aluminum fittings, decent hose quality. Not billet-machined premium hardware, but they install without issue for most users when directions are followed. Having thread sealant on hand is a reasonable precaution since fitting tolerances can vary between units.
One specific note for 6.7 Powerstroke owners: the 2011–2014 model years have a different CCV outlet configuration than 2015 and newer. Some SuncentAuto listings group both generation fitments under one product page. Confirm your exact year before ordering.
Daily Driver vs. Performance Use
For a truck still under any warranty coverage: proceed carefully. A warranty claim touching the intake system or engine internals can be denied if a modified CCV system is present. That is a dealer call, not a federal rule, but it happens and the costs when it does can be significant.
For a high-mileage truck or a purpose-built performance diesel, the reroute makes considerably more sense. An engine already producing significant blow-by has a compromised factory CCV system regardless. Keeping oily mist away from a compound turbo setup is a genuine reliability improvement.
For towing applications specifically, the intake cleanliness benefit compounds over miles. A clogged or oil-coated turbo inlet on a truck that regularly pulls a trailer is a bigger concern than on a light-duty commuter.
Catch Can Maintenance
If you go the reroute-to-catch-can route, the can needs emptying. Every 3,000 to 5,000 miles is the commonly cited interval, though actual fill rate depends on engine condition and how hard the truck is driven. A healthy engine with good ring seal produces far less blow-by than a tired one. Checking the can at every oil change is a practical habit that keeps the maintenance from slipping.
Mount the can somewhere accessible. A tucked-away location that requires removing other components to reach becomes a maintenance step you will eventually start skipping — which defeats the point of the modification entirely.
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