Page 2 - race

One of the best parts about a small, dynamic company like Mishimoto is that there is never a dull moment around our R&D facility. Change happens frequently, and no two days are the same. At any given time, we've got a solid fleet of engineering vehicles at our disposal that serve as development platforms for our exciting new products, and over time, we become intimately acquainted with each vehicle's characteristics and quirks; each develops a personality and earns its own place on the Mishimoto team. This makes it tough to see them go, but it is always exciting to welcome on a new team member.

This week, it was time for our 2015 Ford Mustang EcoBoost to move on to bigger and better things. We had the car around for a decent amount of time and grew quite fond of it, but our engineers could never quite relax in its presence, particularly when they were gathered in large crowds for meetings.

However, the circle

In our last post we took a look at our plans for the Mustang radiator and how we were designing it in Solidworks. Thanks to the speedy design, our first functional prototype is complete and ready for some test fitment!

Straight out of the box, it is quite a hefty unit and should provide some much needed cooling for this GT. Check out some installed photos of our functional prototype.

Mustang radiator installed

Mustang radiator installed

Putting together our final prototype was a bit easier for this project compared to other front-mount intercooler (FMIC) kits our team has developed. As mentioned in previous segments, we used the crash beam and intercooler from our 2015 WRX kit. Now we've worked up some functional prototype piping for a final test fit.

First, let's take a quick look at each portion of the kit.

Intercooler and Crash Beam

The intercooler core is the key component in any intercooler kit. This core has provided significant air temperature drops during our testing on the WRX, and we expect the same results with the STi.

Mishimoto STi intercooler and crash beam

With our cold-side piping complete, it was time to focus on the hot side. This portion of the piping system would require a bit more attention, mainly because we were unable to scavenge any existing pipes from our WRX/STI front-mount intercooler kits (as we did with the cold side). Let's get to it!

Piping Fabrication

The hot-side piping will route from the turbocharger compressor outlet, around the driver side of the engine bay, and into the front bumper area to attach to the intercooler.

Here is a look at the turbocharger connection point.

2015 STi front-mount intercooler hot-side pipe turbo connection

A coupler attaches the pipe to the turbocharger.

Our first segment of this STI intercooler project involved the test fitting of our WRX crash beam and intercooler core. We were able to verify fitment of both pieces, which allowed our team to move on to piping fabrication. We are starting this kit with the cold-side pipe, which we've decided to place this on the passenger side of the engine bay to reduce the piping length as much as possible. Following this strategy should help reduce lag seen by the driver.

Pipe Fabrication

The cold-side pipe is a great place to start because we are able to use a portion of one of our existing kits. Because the 2015 model shares the EJ from the 2008+, we will be reusing the pipe that attaches to the throttle body and incorporates the BPV (bypass valve).

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It has been a while since we have updated this project, but we now have something for our WRX community!

The brief data report below shows our gains with this race intake project and our baseline was a fully stock 2015 WRX with no upgrade or aftermarket tune. The numbers are quite high due to the upgrades already installed on the WRX during testing. These upgrades included our Mishimoto:

• Downpipe
• Cat-Back Exhaust
• Front-Mount Intercooler
• Custom Engine tune

WRX intake dyno testing

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Mishimoto 1999-2005 Mazda Miata Oil Cooler Kit Pre-Sale!

Our idle warmup provided a nice baseline test to evaluate the benefit of the stock liquid-to-liquid oil cooler. From what we saw in the conditions of our first test, warmup is not greatly affected by this component. In this second portion of product testing, we will be evaluating the impact of this heat exchanger on cooling performance. More importantly, we will be evaluating the cooling benefits of our liquid-to-air cooler.

Testing Plans

Variations

• Stock liquid-to-liquid heat exchanger
• Mishimoto oil cooler setup
• Mishimoto oil cooler setup plus stock liquid-to-liquid heat exchanger

By testing the Mishimoto oil cooler both with and without the stock heat exchanger, we

We've given the 2015 WRX quite a bit of love, mostly due to the introduction of the FA20DIT within the new chassis. Our team developed a ton of awesome components: a downpipe, an intake system, a couple different intercooler options, and various other neat parts. With our WRX projects mostly wrapped up, it's time to turn our attention towards the STi. It still has an EJ engine under the hood, but it is mated to a new chassis that many are taking advantage of in various forms of competitive racing.

So far we have developed an intake and a cat-back exhaust for the STI. Our next target is a bolt-on front-mount intercooler (FMIC) kit for the 2015 STI. The EJ25 is a well-respected engine that can make great power from basic bolt-ons and tuning. In addition, the sky is the limit in terms of power output once engine internals are upgraded and a large snail is bolted up. Greater power means more heat, resulting in the need for a more efficient heat exchanger for the charge-air system. Thus,

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Mishimoto BMW E46 Non-M Performance Fan Shroud Kit Pre-Sale

Functional Prototype

In a short timespan we were able to turn our 3D models into an actual functional prototype. Check out a couple images of our first BMW E46 fan shroud!

Mishimoto prototype E46 parts