mustang

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 of 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.

Even though this particular engine uses port injection, which sprays fuel directly onto the valves, the problem still lies within the venting process. By rerouting blow-by through the intake tract, there is a 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). The by-product

Click here to get your Mustang GT Intake!

As 2016 approaches its end, I can't help but reminisce. It's been a wild ride and a lot has changed. We have a new president-elect, the Olympics took place in Brazil, Kim Kardashian was robbed at gunpoint, Ryan Lochte lied about being robbed at gunpoint, and Leo finally got his Oscar. You know what hasn't changed? Our resolve to make awesome parts for our automotive community.

It was May 3 when we announced that we were going to make an intake for the 2015 Ford Mustang GT. I know it feels like the updates for this project have been trickling in at a slow pace, but quality takes time. In our last update, we went through the rigorous testing our prototype endured, including pressure drop, dyno and road testing, so we could be confident in our results. The production sample has finally arrived at our R&D facility and it looks great. Our lead engineer has installed a finished production kit on our GT, so let's check it out!

Here it is; the full kit!

The yellow GT is back in our R&D facility to show us a thing or two about testing trans coolers. Upon the GT's arrival, we wasted no time getting the pony car saddled with our testing rig.

Mustang GT on the dyno for transmission cooler testing

Mustang GT on the dyno for transmission cooler testing

We couldn't have asked for a better day for our Mustang transmission cooler testing. We began testing on a beautiful fall afternoon with an ambient temperature of 70°F and 40% humidity. However, this would be no easy day for this brightly-colored beast. With the GT fiercely perched on our Dynapacks, we began testing by applying a constant load to the Mustang. The car was run on the Dyno at 70 MPH in 6th gear, with the dyno producing 60% load, for a grueling 5 minutes in order to ensure the transmission cooler was heat-soaked. We then reduced the load to 36% for another 5 minutes to complete our test.

Results

The Mishimoto trans cooler was able to reduce temperatures by 18°F when compared to

It may seem that we have been dormant on this project, but trust me, the activity around this 2015 Mustang GT intake could not be more alive! In this update, I'll outline the results of the extensive R&D we put this prototype through. Our Mustang's V8 Coyote motor has spent a lot of time running with this our prototype intake, and we wanted to document the many steps along the way of this research. Our engineers believe they have tweaked this product to its full potential. So let's dive right in!

The GT looks ready!

We wanted to look at several things in this car. We know a few intake kits out there require tunes to run with this S550. One of our priorities was to ensure that this this intake would safely run on a stock tune while making reliable and repeatable power gains. This gave us a direction as we dove into development. We knew that closely monitoring the behavior of the air-fuel ratios (AFRs) throughout the progress of this design would be important. To get accurate numbers, our

In our last post, we took a look at the stock Mustang automatic transmission cooler and our plans to make it even better. We designed the cooler in Solidworks, based off the measurements obtained from both the GT and the stock cooler. We will be doing our R&D with this bold yellow GT, but based on our research, this cooler will fit all models of S550 Mustang including the EcoBoost and V6. But enough about fitments, the prototype is complete! It is time to see how well our digital design translated into a real-life prototype.

Mishimoto Mustang trans cooler

So far the trans cooler is looking good. It is much larger than the stock cooler, 50% larger to be exact. The stock cooler comes in at 10 rows, where the Mishimoto cooler doubles its size at 20 rows.

Mustang Trans Coolers

Mustang Trans Coolers

With the stock cooler removed, we must now check the fitment of our trans cooler in the GT. Dan, our engineer, removed the bumper for better access to the cooler and lines.

Mustang GT donor vehicle

Over the past year we have been getting acquainted with our Mustang GT, and in the process we've developed an entire line of cooling products for it. In the spirit of staying cool, we are on to our next project, the Mustang GT Automatic Transmission Cooler.

Donor vehicle for Mustang GT trans cooler testing

Heat is generally the enemy of an automatic transmission. In fact, the Ford factory service manual notes that when the GT's computer senses the transmission overheating, it will limit RPMs until the temperature returns to a normal range. There is nothing worse than a track day ending early due to high temps of any kind, including in the transmission. Whether you are taking your GT to the track or doing any sort of hard driving, you may have considered the addition of a trans cooler. Ford certainly did. For this generation of Mustang they included an air-to-oil cooler rather than the water-to-oil coolers of older generations.

Mishimoto's Design Plans

Our game plan is to go with the design

In our last post we took a look at the fabrication of our all-new bar-and-plate oil cooler designed specifically for this project. Now that we have our coolers complete, it is on to testing. We will test our large bar-and-plate cooler, our small bar-and-plate cooler, and our traditional-style 19-row cooler. This will allow us to compare the effectiveness of our new design to the excellent heat exchangers we already offer.

Testing

We installed each version and gave them a chance to show us what they could do in not one, but two arenas of performance. Round 1 Fight!

Contenders:

• 19-Row Mishimoto Oil Cooler
• Small cross-flow bar-and-plate cooler
• Small dual-pass bar-and-plate cooler
• Large cross-flow bar-and-plate cooler
• Large dual-pass bar-and-plate cooler

We hooked up our 19-row cooler to our GT, as well as our all new bar-and-plate coolers, both large and small, and let them duke it out.

Prototype Mustang parts installed for testing

Mustang oil cooler prototype installed for testing

Mustang

We are now one step closer to completing this induction project! The bulk of our testing is just about finished and we have gotten some awesome results. One of our biggest objectives was to increase the internal volume over the stock intake. With more air surging through the hose, the potential for improved power output is increased as well.

Prototype 3D printed 2015+ Mustang parts

The sound imposer is blocked off here, but it will be deleted!

In our previous post, we said we would include all four ports and attachments. However, we decided on a complete omission of the sound imposer port. You will see what that looks like later on in this post. The 3D printed part you see above does have the port, but it is blocked off, simulating how the final design will perform on the dyno. Speaking of which, let's look at our dyno runs!

2015 Mustang GT parts testing

The stock intake tube begins at 95mm from the top of the airbox, which then leads into the accordion section that necks down to 87.5mm.