MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
MISHIMOTO MMBCC-MS3-07PBE2
Mishimoto® (07-13) MazdaSpeed 3 PCV Side Baffled Oil Catch Can
Mishimoto® (07-13) MazdaSpeed 3 PCV Side Baffled Oil Catch Can
MISHIMOTO MMBCC-MS3-07PBE2

MMBCC-MS3-07PBE2

Mishimoto® (07-13) MazdaSpeed 3 PCV Side Baffled Oil Catch Can

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    Compatible: (2.3L)

    2007 - 2013 MazdaSpeed 3 

     

    After installation, Mishimoto recommends checking the contents of the baffled catch cans every 500 miles until a baseline is established. Oil blow-by accumulation will vary with ambient temperatures and driving conditions. It is important that the contents of the can do not rise above the internal baffle.

     

    Add a layer of protection to your 2007-2013 Mazdaspeed 3 with the Mishimoto Baffled Oil Catch Can Kit. The MS3 might have been one of the pioneers in the North American hot-hatch movement, but like the rest of the direct-injected turbocharged engines of that era, it suffers from copious carbon buildup due to engine blow-by. The 2.3L MZR turbo has a unique issue with blow-by. It’s equipped with a top-mounted intercooler, which is prone to heat-soak, effectively baking all of the oil and fuel droplets into the heat exchanger.

    With the Mishimoto Baffled Oil Catch Can Kit, those crankcase gases are intercepted before even reaching the intercooler. We also included our taller 7.5oz catch can to compensate for the increased levels of blow-by that the Mazdaspeed 3 experiences in colder weather. Also included in the kit are pre-formed hoses to ensure a simple and direct fit in your MS3. As with all of our products, the Mazdaspeed 3 Baffled Oil Catch Can Kit is covered under the Mishimoto Lifetime Warranty, keeping your 2.3L MZR Turbo blow-by free over the lifetime of the car.

    • Direct fit for the 2007-2013 Mazdaspeed 3
    • Single can mounts in line with the PCV system to separate oil from air using a 50-micron bronze filter
    • Helps reduce carbon build-up on intake valves
    • Patent pending billet 6061 aluminum sealed can sealed with Viton™ O-rings
    • Installs in under 30 minutes
    • Robust, application-specific bracket mounts the can in a serviceable location
    • Includes pre-molded hoses for simplified installation
    • Integrated check valve prevents leaks by keeping boost pressure from reaching the catch can and crankcase.
    • Defends intake system and essential engine components from oil blow-by
    • CNC-machined aluminum barbed fittings ensure a sturdy connection between lines and can
    • Catch can has a 7.5 oz. capacity for longer serving intervals
    • Internal air diverter increases air turbulence to improve oil separation
    • Helps maintain proper octane levels to reduce potential detonation
    • Filter and can are fully serviceable
    • Mishimoto Lifetime Warranty

     

    PRODUCT SPECS

    INLET 1/2"
    OUTLET 1/2"
    DRAIN PLUG THREAD SIZE 3/8" NPT
    CAPACITY 7.5 fl oz.
    MATERIAL 6061 Aluminum
    INSTALL TORQUE SPECS 22 in-lbs (2.5N*M) recommended for all worm-gear clamps. These clamps have an operating range of 18-27 in-lbs 2-3N*M. Do not exceed the maximum torque rating of 27 in-lbs (3N*M).
    BAFFLED True

     

    PURCHASE INCLUDES

    (1) Large Baffled Oil Catch Can
    (1) Application Specific Mounting Bracket
    (2) Direct-Fit Hoses with Integrated Check Valve
    (4) Worm-Gear Clamps
    (2) 1/2" Aluminum Barbed Fittings
    Mounting Hardware
    Mishimoto Lifetime Warranty

     

    HOT-HATCH RENAISSANCE – 2007-2013 MAZDASPEED 3 DIRECT FIT CATCH CAN R&D PART 1 – STOCK REVIEW

    The combination of comfort, practicality, and speed help the popularity of Mazda's newest fast hatch.
    The combination of comfort, practicality, and speed help the popularity of Mazda’s newest fast hatch.

    Mazda was more known for their sport coupes, rotary engines, and budget convertibles, rather than their sporty hatchbacks. However, the 2.3L MZR turbo they equipped in the Mazdaspeed 3 put them on the map, and helped to spread the fever across the US. Boasting 60 more horsepower over the MK5 GTI, and a suspension to compete with the likes of the go-kart-esque R56 Mini Cooper, the Mazdaspeed 3 rivaled the WRX and other European variants of this layout, becoming a key player in the hot hatch’s North American renaissance.

    080917_NLT_MS3_BCC_WEB_1

    The MS3 might have more power and equipment over the limited hatchback competition, but it doesn’t come without some sacrifices. Like the turbocharged Subarus, the Speed 3 was equipped with a top-mount intercooler, but without the stylish hood scoop in the first generation, meaning the heat exchanger soaked up the extraneous heat produced by the engine. The 2010 facelift featured an added scoop, but the issue remained. There are a few solutions to contend with the heat-soaking issue, but for those who are not looking to find a new mounting location for the intercooler, there are more serious side effects compounded by the heat.

    Because of Mazda and Ford's past relationship, the 2.3L MZR is the grandfather of last year's hottest hatchback, the Focus RS.
    Because of Mazda and Ford’s past relationship, the 2.3L MZR is the grandfather of last year’s hottest hatchback, the Focus RS.

    The 2.3L MZR Turbo laid the groundwork for what we know now as Ford’s extremely popular EcoBoost engine series. With all the EcoBoost-equipped engines we’ve had in the R&D facility, there’s a common issue with engine blow-by, a problem that still hasn’t been properly addressed from the MS3’s powerplant. Direct-injection engines, especially the first wave of them circa 2007, are extremely susceptible to carbon buildup on the intake valves, robbing your practical hot hatch of power and efficiency.

    A top mount intercooler might save some time and cost in initial development, but it comes at a price. This mounting position is highly prone to heat-soak, especially with a limited flow of fresh air.
    A top mount intercooler might save some time and cost in initial development, but it comes at a price. This mounting position is highly prone to heat-soak, especially with a limited flow of fresh air.

    Upon our first inspection of the Mazdaspeed 3’s PCV system, we discovered that the intake boot was saturated with a decade’s worth of oil and fuel droplets from what appeared to be the re-circulation of the crankcase gasses. A closer look revealed that the port on the intake boot is the clean side of the PCV system, meaning the intercooler won’t be filling with oil over time. Instead, the main PCV line transfers directly from the crankcase into the intake manifold, after the intercooler. So, your charged air might not be jeopardized by baked oil in the intercooler, but that means the intake valves are bearing the full front of the blow-by assault.

    On a closer inspection of the Speed 3's PCV system, it was apparent that it's powerplant produced a significant amount of blow-by. That murky residue is only the remnants of what is passing through your intake system and intercooler.
    On a closer inspection of the Speed 3’s PCV system, it was apparent that its powerplant produced a significant amount of blow-by. That murky residue is only the remnants of what is passing through your intake system and intercooler.

    080917_NLT_MS3_BCC_WEB_2

    While the MS3 might have helped spur the revitalization of the hot hatchback in North America, it, like many of its other early adopters of the direct-injected, turbocharged engines, suffered greatly from its own lifeblood. It might have taken 10 years since the unveiling of the first Mazdaspeed 3, but we have the solution in the works to keep your intake and intercooler oil free.

     

    HOT-HATCH RENAISSANCE – 2007-2013 MAZDASPEED 3 DIRECT FIT CATCH CAN R&D PART 2 – BLOW-BY VERIFIED

    110617_NLT_MS3_BCC_WEB_2

    If you recall from our last installment, the Speed 3 challenged the seasoned hatchback veteran, VW, with their own version of the turbocharged, direct-injected 4-cylinder that boasts more power and equipment than just about all  its competitors. However, if you are knowledgeable on the first wave of this combination of engine characteristics, you’ll know that every one of these, the 2.3L MZR Turbo included, were plagued with carbon buildup and blow-by issues. Mazda shrewdly incorporated their PCV system to route those contaminated crank case gasses directly into the intake manifold, sparing the intercooler from oil residue into the air passageways. However, this means that the intake valves are now being directly blasted with all that oil and other combustion gasses.

    This is an example of what can happen to your intake valves over time if left unprotected. This was from an Mk5 GTI, one of the Mazdaspeed's main competitors at the time and known for its issues with blow-by.
    This is an example of what can happen to your intake valves over time if left unprotected. This was from an Mk5 GTI, one of the Mazdaspeed’s main competitors at the time and known for its issues with blow-by.

    We might not have been able to get a peek at the state of our loaner MS3’s intake valves, but we know the story will be the same, if not worse, judging from the amount of blow-by collected during our preliminary testing. To put it simply, there was a lot.

    We ran two separate tests, one in colder weather and a second more recently over the summer. In our hot-weather test, we collected a more run-of-the-mill 18 ml over 1000 miles. Considering that would almost half-fill one of our standard compact catch cans, we needed to explore options for a larger can. Otherwise, you would have to drain this system almost twice a month.

    At first glance, this might not seem like much, but if you consider that at least this much oil is peppering your top-end components every 1000 miles it seems like much more.
    At first glance, this might not seem like much, but if you consider that at least this much oil is peppering your top-end components every 1000 miles it seems like much more.

    Our cold-weather test produced much more worrisome results, and further locked down the need for a larger can. In colder weather, all the metal and rubber components contract. Unfortunately, short of throwing a block heater on your MS3, there’s no way to prevent this. The nasty side effect is that until your MZR warms up, there are much more significant gaps in the block’s components, leaving room for more combustion gasses to slip past your piston rings, and more contaminated crank-pressure re-routing through the intake manifold. There is also the issue of cold air in the lines condensing as the car warms up and mixing water with the oil and fuel droplets. All of these combined lead us to collecting upwards of 100 ml during our first round of testing.

    Our cold-weather test didn't consist solely of engine oil, but was mixed with fuel droplets and condensed air in the PCV lines to create a larger volume of collected blow-by.
    Our cold-weather test didn’t consist solely of engine oil, but was mixed with fuel droplets and condensed air in the PCV lines to create a larger volume of collected blow-by.

    After seeing this amount of murky liquid pour out of our catch can, there was no reason not to go with our taller, 7.5 oz catch can to compensate for the large amount of blow-by. The only issue that remained was where to mount this extra-large can.

    With the results of our cold-weather test we saw it as a no-brainer to utilize our 7.5 oz catch can to keep you from having to empty it once a week in the winter.
    With the results of our cold-weather test we saw it as a no-brainer to utilize our 7.5 oz catch can to keep you from having to empty it once a week in the winter.

    Looking back at our review of the stock system, open space under the hood was a hot commodity. While there are a few options to mount one of our compact cans, the fact still remains that the service interval would be short. There is also the case of running the lines to and from the can.

    080917_NLT_MS3_BCC_WEB_3

    One might think that with the addition of a turbo and an intercooler to the 2.3L MZR, that there would be plenty of room under the hood for just about anything you would want to add. However, after popping the hood of our loaner Gen1, the story is quite the opposite. Even utilizing a short-ram intake without a box, the bay is still cramped. There’s barely space for one of our compact catch can systems let alone the clearance for our taller 7.5 oz. can. That story all changed once our engineer decided to put the MS3 up on the lift.

    Our engineer, Jason, works on installing our prototype catch can kit on our loaner Gen1 Speed3.
    Our engineer, Jason, works on installing our prototype catch can kit on our loaner Gen1 Speed3.

    With the car in the air and the splash shield removed, it became clear where the ideal mounting location would be. While the engine bay is cramped, the underside of the Speed3 offers ample clearance for our larger catch can, and not to mention much better accessibility for draining the collected blow-by. This underside mounting location also reduces the amount of hosing you’ll need to tap into the stock PCV system, and generally simplifies the installation.

    Routing the hoses from the top of the engine bay would have been tricky, and lead to some extra-long hoses. However, by mounting the can under the car, the hoses are still lengthy, but much more manageable.
    Routing the hoses from the top of the engine bay would have been tricky, and lead to some extra-long hoses. However, by mounting the can under the car, the hoses are still lengthy, but much more manageable.
    Our larger can fits snugly against the frame, and fits perfectly with the undertray, keeping it out of sight but still easily accessible.
    Our larger can fits snugly against the frame, and fits perfectly with the undertray, keeping it out of sight but still easily accessible.

    With our test kit mounted, our loaner Speed3 is now getting the protection it needs to ward off any additional carbon buildup on the intake valves. For now, we have been able to confirm that our kit is a direct fit on the Gen1 MS3, but the Gen2 fitment is shortly behind. Stay tuned as we update our list of fitments for this kit, and in the meantime, our Gen1 readers can take advantage of special pricing for their catch can in presale.

    081717_NLT_MS3_BCC_WEB_7

     

    Install Guide:

     

     

    Warranty:

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