Our engineers at Mishimoto are no strangers to the dangers of oil blow by. We have well-documented evidence that this is still a common threat to most modern direct injected vehicles. For those of you that don’t know, blow-by is a byproduct compression and combustion. Blow-by is created when oil and fuel vapors push past the piston rings and into the crankcase during compression. To keep the crankcase depressurized from this oil and fuel, there needs to be some sort of venting. This is accomplished by routing this blow-by through the intake tract and right back into the cylinder to be burned during combustion.
The problem lies within the venting process. By rerouting blow-by through the intake tract, there is a higher potential for accumulating carbon deposits on your valves in addition to a nice thin coating of oil along the inside walls of your intake (and turbo if applicable). This by-product is almost unavoidable, and while automotive manufacturers have taken measures to design their engines around it, we know that there is a better way.
We have seen success in all our direct fit catch can projects, including our direct-fit kit for the newer model S550 Mustang. Given this, we have decided to take our talents back to the days of the previous generation Mustang, the S197s, and begin a baffled oil catch can project that will be a nice preventative measure and safety feature for your 5.0L Coyote engines. We will be using our dual-port baffled catch can with a maximum capacity of two ounces, pictured above. Our catch can is designed to trap practically all of the blow-by produced that would otherwise make its way back to the intake. These cans have internal air diverters to help direct airflow and, a 50-micron bronze filter to prevent any thing escaping back into the intake and internal baffling.
We want to incorporate this blow-by-preventing technology into a nice kit for the 2011-2014 Ford Mustang GT. We were able grace our garage with a local S197 and our engineer quickly got to work. The first step was to identify the PCV system, and fortunately, it isn’t too complex on this engine (pictured above). We have already scouted out a potential location for where we will have our bracketry and can bolted up, as well as routing for the lines. It just so happens that the Mustang we were able to bring in has a strut bar., With this bar being on the car, we can design around it so that we can make this kit clear your strut bar if you have one.
This strut bar area is an ideal location because it will completely clear any aftermarket forced induction applications (superchargers and turbochargers, etc.). Introducing boost to any motor creates more pressure inside the system with the newly forced air, which means more blow-by; you boosted Mustang owners can really use this!
It is now time to fabricate something to mount the can to. Our R&D facility has great tools that can expedite this entire process with accuracy, which will make this project move quickly. Check back next time to see how we use this pretty cool tech to make our bracket and test fitment. Thanks for reading!
Stranger Danger - Baffled Oil Catch Can R&D, Part 2: A Canned ‘Stang
Our engineer has advanced engineering tools at his disposal. Arguably, one of the coolest in our facility’s arsenal is our scanning device. This high-tech piece of equipment allows our engineer to scan anything in 3D space into a computer file. The file is then uploaded to a computer so the engineer can design whatever they want within the 3D space they scanned. The fine-tuned hands-on engineering element is still there, it’s just done a lot faster and just as accurate with this machine. We call this contraption the Faro Design ScanArm and we have a full, detailed writeup on how it works. Cool technology aside, let’s get into the design of this catch can kit.
Every vehicle’s engine bay components experiences vibration. It’s automotive nature. But catch cans can’t be subject to this rigorous shifting because the lines to each can port must remain in place, so we need to find a spot on the chassis that will have the least amount of vibration. The strut tower is a great spot for secure fitment. Since the strut bar stands as a symbol for rigidity and stability in comparison to other components, the part of the chassis that it mounts to became the prime location for our project, and thus, the first place the engineer scanned.
Mounting brackets for a catch can project are basically wild cards. You really don’t know what they will look like until the initial designs have been finalized. We had to use precise equipment because we knew that there needed to be a good balance between material thickness, strength and clearance below the strut bar. All cars may not have the strut bar, but for those who do, we want to make sure you can still use this kit. Once the bracket is designed, we need to fabricate a prototype. In the past, a long and arduous process ensued to make a physical prototype. It involved a lot of calculating, measuring, cutting, fitments, re-fitments, re-cutting – you get the idea. It was a manual process. While we were still able to produce products with spot-on fitment, those days are now behind us. We’ve got a machine built to pump out designs like this in mere minutes. It’s called a waterjet. As the engineer finishes his CAD (computer-aided design) part, he sends the file to our fabricator, and that file is uploaded into the programming of this large machine. The waterjet, using a mixture of water and an abrasive material, can shoot liquid out at over 30,000 psi to cleanly slice through large metal sheets, cutting out what is on the file with pinpoint accuracy.
Our shop foreman, Mike, helped put together a video (see below) of the waterjet in action. It’s an informative breakdown of the machine and how it operates, which includes some innovation on our part with the use of a Mishimoto cooling system!
After the waterjet process is complete, the raw bracket is bent into the proper shape and slapped onto our loaner Mustang GT.
The hose routing is an approximate placement and for now, it will work. The car needs to be driven for a few hundred miles to see how our catch can setup works. The next time we bring this Mustang back in, we will show you how much oil will was caught.