Page 11 - Search "Catch Can"

Interested in picking up our 2015 WRX FMIC kit? Check out more details on our product page linked below!

Mishimoto Subaru WRX Front-Mount Intercooler Kit

Time for the fun part of development, product testing! Since this is an intercooler, we would certainly need to put the WRX on the dyno for some pulls and data collection. It would be interesting to see how the installation of a front-mount system has an impact on turbo spool, intake temperatures, and perhaps even power output.

Testing Preparation

The first step toward data collection is to prepare our sensor bungs and install our pressure and temperature sensors. We installed our bungs within the inlet and outlet intercooler couplers.

It's finally here. After 20 years, and a few extra months of waiting, the Civic Type R has made its way to the States. I have to say, if the standard Civic wasn't striking enough, the Type R has the qualities to make it one scalding hot hatchback. While some of the components carried over from the last generation, including some of the aerodynamics and the return of the mighty K20C1, the FK8 actually went on a bit of a diet and received not only a cosmetic makeover, but also a suspension overhaul fit for the new king of the Nürburgring. It's easy to see why so many are willing to pay thousands over MSRP for the chance to call this new Civic their own.

Something about that wing

Interested in picking up this awesome catch can kit? Check out more details on our product page linked below!

Mishimoto Ford Mustang EcoBoost Baffled Oil Catch Can

Mishimoto 2015 Mustang EB

Last time, we selected the mounting brackets for our dual can setup. As mentioned earlier in our thread, we would be performing real-world road testing to determine if both lines accumulate byproduct. Our next task was to develop and install some lines for testing.

Line Fabrication

First, we tackled the breather line, which ties in between the valve cover and the turbocharger

As much as my car enthusiast-self hates to admit it, the days of the gas powered V8 are numbered. Even never owning a vehicle motorized by one of these monstrous power plants, it's a sad concept to wrap my head around. For decades, we've all relied on those eight cylinders for the necessity to haul heavy objects around, and for the sheer enjoyment of speed. For those of you in the business of the latter, you might find this to be foreboding, especially since one of the pioneers of popularizing the V8 is the one driving the final nail in the coffin. You heard correctly, I'm holding Ford responsible for taking one of the biggest steps against the eight cylinder engine. It's not necessarily a bad thing, however, since their EcoBoost engines are more than up to snuff to fill the shoes of the V8.

When manufacturers launch their new vehicle platforms, like the Bronco's highly anticipated return, it's often linked with the flagship engine option that makes it the "true version" of that vehicle. A second, much more budget-friendly powerplant option is often available but carries the stigma of being an imposter. When it comes to the Bronco, though, this couldn't be further from the case. 

The 2.3L EcoBoost nestled under the hood might be two cylinders and one turbo short of the highfalutin 2.7L twin-turbo V6, but this buff four-banger was already good enough to dominate the mid-sized truck market by being the only engine option for the Ranger. The 270 horsepower and mighty 309 ft/lbs of torque matched with the mind-bending off-roading capabilities make this iteration

It's the end of a journey for our C8 Corvette catch can, both figuratively and literally. We've reached the end of our R&D process and completed over 1000 miles on our road test. Let's dive in and see where this journey has taken us.

As the saying goes, "it's not the destination, but rather the experiences gained along the way." For our C8 Corvette catch can kit, it's a little bit of both. If you remember the last post, our donor vehicle left the R&D facility sporting a matching set of our baffled oil catch cans; but if you scroll down, you'll notice one is missing now. The reason for the change comes down to our testing results.

For those who may be unaware, we've been working with some folks overseas in the UK and down-under in Australia to ensure that our catch can bracket has the best possible fit on right-hand drive GT86s, BRZs, and FR-Ss.  To learn more about the catch can's development process, check out our previous BRZ catch can R&D blog posts. To go one step futher and find out why a catch can is such a benefit to your engine, learn everything you need to know about blow-by in our technical article on the subject.

Because research, development, and the actual creation of the parts all happen here in the US, the back-and-forth nature of the across-the-pond prototyping process takes a smiiiiidge longer than it would if we had a RHD car in our R&D facility, but it is progressing well nonetheless.

In the meantime, I thought you may enjoy seeing how our