The driver-side catch can was a bit more difficult to place than the passenger-side catch can. We wanted to position the catch can such that it would fit with the rather intricate stock intake, while still leaving room for aftermarket intakes. Our engineers utilized the radiator stay, similar to the passenger-side, to tuck the catch can off to the side and out of the way, thus saving room for some additional Mustang parts.

Although we do not expect to see much accumulation in the driver-side catch can, we will still test it for comparison purposes. The catch can will be almost completely hidden with the radiator cover installed. Check out some photos!

This catch can bracket needs a bit of tweaking to allow it to sit perfectly in its corner, but the general shape and location are as shown in the photos.

Crank Case Ventilation on the Mustang GT

While we can continue to refer to the two catch can systems as the driver and the passenger-side, we can also differentiate them another way. This will allow us to better understand the results of our testing. The passenger-side catch can is tapped into the ventilation line that allows crankcase air (and blow-by) to exit the engine. We often call this the positive crankcase ventilation, or PCV line. This line is equipped with a valve, referred to as the PCV valve, which works to regulate the air flowing through the crank case ventilation (CCV) system. The driver-side catch can is tapped into a simpler breather line referred to as the makeup air line. This line allows air to enter the engine to “makeup” for the air exiting the engine through the PCV line. In most systems the PCV line is known to have the majority of blow-by travel through it, where blow-by in the makeup air line is minimal if at all. If you want to dive more in depth, check out our complete write up on Blow-By 101. Alright, back to your regular scheduled post!

Second Prototype Brackets

Since our last post, we decided to spice up our original bracket design using our dimple die press. Check out some photos of the press in action!

Our final design will feature a single dimple in each bracket. We think it adds a nice touch to the overall look, but that is only one benefit. The dimple in each bracket shown below adds strength by reducing the amount that the bracket can flex. That’s what we like to call a win-win.

After we had functional prototypes we began the fun part: testing. We decided to test both the driver-side and passenger-side catch can systems over the course of 1000 miles. Many have reported that the driver-side catch can doesn’t accumulate much fluid, which is the case for many makeup air line systems. Still, we are curious to see the results for ourselves. Let’s first take a look at the passenger-side catch can results.

Test Results: Passenger-side

After approximately 1000 miles on our brand new GT, we removed the passenger-side catch can and bracket to examine the amount trapped in the can. After removal, we could already see a good amount of oil and contaminants coating the baffle and collecting in the bottom of the can.

In order to report more accurate amounts of blow- by, we measured our results in this 50 ml beaker. Looks like we finally found a use for those beakers in chemistry class!

After allowing the catch can to drain for a bit to coax the majority of oil out, we had about 20 ml. This roughly translates to 0.68 ounces, which is a little over 1/3 of the capacity of the catch can. The results are in; the passenger-side catch can is doing its job and doing it well! It is interesting to see the exact amount of oil and contaminants caught, which otherwise would have gone straight back into the intake. The passenger-side catch can is shaping up to be an important modification for preventative maintenance.

Test Results: Driver-side

Similar to the passenger-side, we removed the driver-side catch can and bracket to view the results after 1000 miles. Take a look at the results below!

Well we won’t need our beaker here! While it wasn’t a shock that the driver-side catch can was empty, it was a shock exactly how empty. There was not even a coating of oil on the inside of the catch can or the baffle. Given our findings, we have decided to hold-off on this particular side of the system unless the results change over time. For now, we will be working to finalize and release the passenger-side kit.

In 2015, Ford brought us the most modern Mustang yet. It was a familiar 5.0L powerplant, but we finally saw some much needed 21^st century touches, like independent rear suspension for example.  Ford went even further with the 2018 refresh, giving the old name an even more futuristic look.

The combination of the revised fascia, updated headlights, and longer hood give Ford’s classic silhouette its most modern outfit yet. The challenge for us here at Mishimoto arises with the difference in mounting points under that fresh new hood.

The metamorphosis didn’t only apply to the Mustang’s exterior. Ford’s Coyote 5.0L V8 is now in its third version, which notably produces 25 crank horsepower more over the previous generation and brings the total to 460. This gain is partially thanks to the introduction of dual fuel injection, meaning that it uses a combination of direct and port injection to supply fuel to the cylinders.

This can be both a blessing and a curse. Direct injection is a much more efficient means of providing fuel to the cylinders, however, there’s a long history of direct injection vehicles with carbon buildup issues. The tag team port-injection not only aides in increasing fuel supply to quench the 5.0’s thirst, but temporarily mitigates buildup by constantly splashing fuel on the intake valves.

We saw that the 2018+ Mustangs still need the same protection that the first run S550’s did, so we set to work on a facelift of our own, starting primarily with the bracket.

If you followed along with our initial catch can development, this bracket might look familiar to you since it was the proposed design for the CCV side can. Our engineer revamped the shape and added some modern touches to fit the can just right in the engine bay.

Since there is a slight adjustment in the final location of the catch can, the lines to and from the engine needed some tweaking. They’re still made from the tough, OEM-esque material and sporting factory quick-disconnects, but have a little extra reach to connect to the new placement of the PCV port.

As Ford continuously evolves its trademark pony car, that age-old dilemma of blow-by still remains. Luckily, we’re able to keep up and are making improvements right alongside the Mustang. Make sure to get your catch can kit today.