MMBCC-HF
Mishimoto® 5.3 fl oz Universal Oil Catch Can Kit
- In stock, ready to ship
After installation, Mishimoto recommends checking the contents of the baffled catch can every 1,000 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.
High-output engines require high-flow crankcase ventilation. More air and fuel going into the cylinders means more blow-by working its way past the piston rings and traveling around your intake system. All that volume needs room to flow, and if you’re using a catch can, it better flow well too. Luckily, Mishimoto has created a catch can that meets those needs.
Our high-flow catch can utilizes a high-capacity bottom capable of holding 5.3 fl. oz. The CNC-machined lid includes large, M27 x 2.0 inlets and outlets to let your crankcase breathe. Inside the can is a newly engineered, CNC-machined baffle with an integrated filter that lets crankcase gases flow through while filtering out potentially harmful fuel, oil, and water vapors. Like our compact baffled oil catch can, our high-flow catch can and filter are fully serviceable for easy draining and cleaning.
The included 3/8” NPT plug in the bottom of the can allows you to drain the can without removing the bottom, or attach our available drain kit for even easier servicing. Also included with this kit is a universal bracket and mounting hardware to locate the catch can in the most convenient and secure location.
Of course, all our catch can kits come with Mishimoto’s Lifetime Warranty with Accident Protection, and this kit is no exception.
- Universal fit to suit any high-output engine
- High-flow catch can allows your crankcase to breathe while filtering out harmful oil, fuel, and water vapors
- Universal bracket lets you mount the catch can in the most convenient and secure location
- 5.3 fl. oz. capacity for improved flow and extended service intervals
- Powder-coated bracket for maximum durability in all conditions
- Includes durable, CNC-machined aluminum hose-barb fittings
- Filter and can are fully serviceable
- Patent #D884,761
- Mishimoto Lifetime Warranty
- Patent #US D884,761
PRODUCT SPECS
| OVERALL HEIGHT | 4.17in (106mm) |
| OVERALL DIAMETER | 3.54in (90mm) |
| INLET | M27 x 2.0 (fits 1in / 25.5mm hose) |
| OUTLET | M27 x 2.0 (fits 1in / 25.5mm hose) |
| DRAIN PLUG THREAD SIZE | 3/8" NPT |
| CAPACITY | 5.3 fl. oz. |
| BAFFLED | True |
PURCHASE INCLUDES
(1) Universal Mounting Bracket
(1) Black, Anodized High-Flow Catch Can
(2) CNC-machined Aluminum Barbed Fittings
(1) Baffle w/ Polyurethane Filter
(1) 3/8" NPT Plug
(1) Large O-Ring
Mounting Hardware
Mishimoto Lifetime Warranty
UNIVERSALLY GUARDED – UNIVERSAL HIGH-FLOW DIESEL CATCH CAN R&D – PART 1 – THE PLAN
The silent menace that is blow-by might be familiar to some, but for those of you in the dark on the subject, let’s review. Oil blow-by is the by-product of the standard operation of an internal combustion engine. What’s actually going on inside the housing is a highly choreographed dance involving intake and exhaust valves, camshafts, pistons, fuel, and the best part, thousands of explosions. Think of it like combining the ferocity of the 1812 Overture with the delicacy of the ballet.
The amount of power produced is the result of each cylinder harnessing the energy of each one of these perfectly timed explosions. In some cases, however, combustion gasses consisting of unburnt fuel and air are squeezed—along with oil droplets—past the piston rings and into the crankcase. To keep the pressure from these fugitive vapors in check, the crankcase ventilation system, or CCV, routinely pulls blow-by, which includes the murky contaminants from the crankcase, and routes it back through the intake.
By now you should see the problem. The throttle body, intake and exhaust valves, turbo internals, and intercooler, all components you want to be kept clean, are now being coated in oil and fuel. While it might be humorous to picture those ballerinas trying to keep in time with the orchestra after putting them on an oil slick, these are important engine components we’re talking about. The real result is carbon buildup on these parts, which can ultimately result in knock and a loss in engine performance.
Those of you who already have an extensive background in the tribulations of blow-by know the solution. Install a catch can. This handy device adds an extra layer of protection between the crankcase and coating of top-end components in oil and fuel vapors. The concept is simple: slow down the air. The contaminated air enters the can and has the chance to lower its velocity. The attached oil and fuel vapors can then condense on the walls of the can and allow clean air to be pulled out through a filter, which returns to the intake.
Catch cans are something that we here at Mishimoto are quite familiar with, and currently offer a wide selection of both universal catch cans as well as direct-fit kits. While our current cans are tried and true on a large variety of gas-powered vehicles, from forced induction four-cylinders to the roaring V8s that power Mustangs and Camaros, we’ve found them to be restrictive when equipped on the massive turbodiesels under the hood of most heavy-duty trucks.
The reason for needing to develop this new catch can system deals with compression. In gas-powered engines, a high compression ratio can be upwards of around 12:1, while the low end of the compression ratio for a diesel engine is 14:1 and can be as high as 24:1. What it comes down to is the subtle difference in how these two platforms work. Both variants follow the same 4-stroke procedure when producing power, and both ignite the fuel and air mixture after the compression stroke. On a gas-powered platform, the mixture is literally sparked from an arc produced by the spark plugs, and sends the piston back down the cylinder. In the diesel engine, there are no spark plugs. The piston compresses the air to the point where it reaches a temperature that will ignite the diesel fuel. On top of that, the pressure only increases once the turbo spools up.
The extra high compression means that diesels are more susceptible to blow-by and increased crankcase pressure. In order to add that extra layer of protection for the top-end internals, the catch can needs to handle more volume from each engine rotation.
This is where we come in. Well, come back in. Some of you might recall that we already developed a catch can for one diesel engine, the 5.0L Cummins powering the Nissan Titan XD. That is where we discovered the problems of running one of our standard catch cans on a diesel engine, as we saw several check engine lights trapping the truck in limp mode. We ended up adapting our baffled catch cans to work on the Cummins by removing the filter and adding extra baffling.
For the universal can, however, we’re looking to do more than adapt a design. We intend to create a new system that will defend the internals of all diesels from blow-by. The plan, as the title states, is to create a high flowing catch can system that is rated to handle the increased pressure from the CCV system. This can also won’t restrict the high horsepower or torque numbers produced by these hefty vehicles. These restrictions turn the project into a bit of a balancing act during development, since these requirements are more or less the opposite of each other. Fortunately, our engineer, Steve, has already been working on finding that balance.
The style of the new can will imitate that of the standard can, but that’s where the similarities end. Since this catch can is specifically intended for the surly workhorse diesel truck, we increased the size to match. The inlet and outlet ports are opened up to 1 inch diameters over the standard 3/8 inch to compensate for the increased pressure. This time around, instead of removing the filter and adding baffles, we’re doing the opposite. We took the baffle out, and equipped a much larger and free flowing filter. The larger filter will allow the clean air to pass through, without throwing any warning lights and still capturing contaminates.
Coming Up
No product is truly ready until rigorous testing has been completed. We’re still in the process of determining exactly what type of filter to use, which means we’re still bench testing. Keep an eye out for the next update detailing our progress.
UNIVERSALLY GUARDED – UNIVERSAL HIGH-FLOW CATCH CAN R&D, PART 2: UNIVERSAL NO MORE
Even if you’re good at it, science often takes a long time. It seems like every year we hear about a new scientific discovery that’s going to change our lives forever. Within a few months’ time, the wonder has faded, and the world has moved on to the next amazing discovery. But science marches on behind the scenes and those wonders live in the shadows until the spotlight is shined on them once again.
Mishimoto isn’t immune to the often-sluggish pace of science, but we stick to the age-old adage that if you’re going to do something, it’s best to take your time and do it right. Better to toil in the shadows than be lazy in the light. After over a year of testing, adjusting, and going back to the drawing board a few times, we finally have a product that we’re proud to sell.
Back in June of last year, we showed you our initial design for a universal, high-flow, baffled oil catch can to suit diesel engines. Since then, we really haven’t changed much in the external features of that catch can. We’re still using massive, 1-inch diameter fittings and an equally large 5.3 ounce can (versus our compact 2 oz can that comes with most of our kits). We replaced the bronze filter and baffle plate with a high-flowing baffle and integrated filter, which you can see below. Since June, that baffle and filter have gone through a few evolutions.
Our initial design for the high-flow baffle used a light plastic foam composite that we thought would be open enough to let blow-by through, but dense enough to give oil vapors a place to condense and collect. The foam was also rated to be resistant to the chemicals commonly found in blow-by. Testing the filter in new engine oil showed that the plastic foam was resistant to decay, and flow testing confirmed that it flowed well enough for high-volume engines. The true test would be leaving our R&D facility and getting some real-world mileage on the can.
Of course, testing on a vehicle meant mounting our can and routing lines. That’s when our universal high-flow catch can kit became our direct-fit 2003-2007 Ford 6.0L Powerstroke catch can kit.
The first step in taking our high-flow catch can from universal to direct-fit is also the most important: develop a bracket and mount the can. Typically, this means finding a spot in the engine bay that makes servicing easy, so that’s where we started. The project engineer developed a simple bracket that would locate the can in the upper right corner of the engine bay. An equally simple set of lines connected the catch can to the driver’s side cylinder head and back into the turbo inlet to pull a vacuum on the can. Everything was secure and easy to access, so we sent our 6.0 out into the world to gather data for the next 1,000 miles.
After the allotted mileage had been driven, we pulled our 6.0 into our R&D facility to check how much blow-by the can had collected. With the bottom of the can off, we could see that we had a couple issues.
First, there was very little blow-by collected in the can. A thorough inspection of the system led our engineers to the conclusion that the height of the can and slight rise of the hoses was forcing blow-by to fall back into the engine. To make matters worse, when we poured out the blow-by that was captured in the can, we found more than oil. Despite its chemical resistance ratings and our testing with new engine oil, the specific combination of heat, oil, fuel and water vapor proved to be too much for the plastic filter. But we weren’t out of options yet. We didn’t test just one filter material in our initial selection process; our second choice was a more open, but more robust plastic-foam filter. Our only worry with this material was that it would flow too well and not slow the vapors enough to condense, but only time would tell.
Addressing the drain-back issue would require significantly more work. The reason we chose the top-right of the engine bay for the catch can to live was that it’s one of the only areas that the can was serviceable and where we could route lines. But, it wasn’t functioning. No matter how good it looked or how easy it was to service, it needed to move. Thinking outside the engine bay led us to the next best option.
Many diesel vehicles have filters or other maintenance items along the frame rails. Taking inspiration from those components, we decided to mount the can just behind the driver’s side front wheel well. This location is easy to reach without getting all the way under the truck and protected from most road debris; and best of all, being lower than the engine would make gravity work for us to push fluid down into the can. The project engineer started working on a bracket to mount our nearly 2.5lb catch can.
The simplest solution is often the best, and it doesn’t get much simpler than this bracket. After a quick trip to the waterjet and then the welding table to add a gusset, our 3mm-thick steel bracket was ready for real-world testing. Four bolts securely mount the bracket to the driver’s side step-mount where it can be easily drained and serviced. The bracket was simple, but the hoses were a more complicated task. Traveling from the engine bay to the catch can required several precise bends. The lines snake around the battery, down behind the fender liner, and straight back to the catch can. A few pieces of weather stripping protect the lines from sharp edges.
With our redesign complete, we repeated our road testing. Pulling the bottom of the can off after 1,000 miles revealed a fully intact filter and significantly more blow-by in the can than the previous testing. The return line was clean, and the truck ran smoke-free, so our drain-back problem had been solved by the lower can mount. After 3,000 miles, we checked again to make sure the bracket, can, and lines were holding strong against the harsh winter road conditions in northern Delaware. Salt and snow are no match for the 3mm-thick powder coated steel bracket and hard-anodized can. Emptying the catch can again revealed about 25 ml (0.84 fl. oz.) of condensed oil and fuel vapors.
All of this brings us to today, the day we bring our direct-fit Ford 6.0L Powerstroke catch can kit out of the shadows and into the light. We took our time and did it right.
Warranty:
