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Mishimoto’s 2016+ Honda Civic 1.5L Turbo Catch Can Development

38K views 75 replies 21 participants last post by  kseriesparts 
#1 ·
2016+ Honda Civic 1.5L T Catch Can R&D, Part 1: Design and Fabrication

We have been searching long and hard to get our hands on the new Honda Civic, and the search is now over! A brand new 2016+ Honda Civic equipped with the 1.5L Turbo engine has finally reached our R&D facility, thanks to a very generous owner. One of our first targeted projects is an oil catch can. There are many benefits to equipping a vehicle with a catch can. Modern fuel injection is accomplished by either port or direct injection, the latter used by this Civic. Let’s briefly talk about the differences between the two.

Port vs. Direct Injection
With port injection, the fuel injectors are situated right inside the intake manifold, producing a fuel stream to mix with the air. That air/fuel mixture is shot straight into the combustion chamber through a valve. As the fuel passes through the valve area, much of the debris gets cleaned off – because as we all know, gasoline is an excellent solvent.

Direct injection, however, is the more common approach for new engines. This system places the injector inside the combustion chamber. Here, fuel doesn’t reach the valves as it does through port injection, so the valves don’t get cleaned, which leads to valve deposits. You would think that on a brand new car such as this Civic, valve deposits won’t be an issue, but this debris can accumulate rapidly. The main culprits are the oil and fuel vapors that get vented into the intake via positive crankcase ventilation and crankcase ventilation valves – the PCV and CCV systems. For emissions reasons, these vapors get routed back into the intake, but that is not where those vapors should end up, as they hinder performance and cause buildup. Catch cans reduce the amount of oil your intake tract sees, and it’s beneficial to do this at an earlier stage in the engine’s life as it helps keep your valves clean longer down the road.

Stock System
Now we can dive right into the development of our Civic catch can. Below are some shots of the overall system we intend will use to model our catch can. The stock hoses have been removed and the exposed ports are circled in red.







If you look closely at the above images you can see the two ports without hoses attached; we will use these ports we will use for our catch can. The unattached port on the right is the PCV tube. Check out a few more images below.



That yellow object behind the block is the actual PCV valve. A majority of cars have this assembly located inside one of the ventilation hoses.

Fabrication and Design
Now that we have located our hose connection points for this Civic catch can, which was the hard part, it’s time to begin fabricating a bracket. Our engineers have an awesome tool called a waterjet that uses high-pressure water and an abrasive material to cut almost anything imaginable that they want to design, aided by a computer program. This piece will be made out of steel.





After some cleaning and bending, this bracket is ready to go! We will be using our dual-port baffled catch can with a maximum capacity of two ounces. Our catch can was designed to trap practically all of the blow-by produced that would make its way back to the intake. These cans have internal air diverters to help direct airflow as well as a 50 micron bronze filter to prevent any thing escaping back into the intake. Check it out below!



What’s Next?
We still need to design hoses that will route oil byproduct from the engine to the catch can. Stay tuned for the next update; it will be very soon!

Thanks for reading!
 
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#4 ·
some people are saying if it's so important why don't car makers include it right from the factory, which i'm sure some of you are thinking right now, this video delves into more on the catch can system:



when it comes to preventative things like this, you really can't go wrong, a little goes a long way.
 
#6 ·
some people are saying if it's so important why don't car makers include it right from the factory, which i'm sure some of you are thinking right now, this video delves into more on the catch can system:

http://www.youtube.com/watch?v=3KrSn3BoeLE

when it comes to preventative things like this, you really can't go wrong, a little goes a long way.
Cool content! This is definitely a preventative measure to prolong any buildup on your valves and intake.

Why OEM's don't include an oil catch catch? That's easy...because the owner must periodically empty the catch can! Do you think most owners would do that, or would just let the thing fill up and overflow? Some folks never open the hood. If the can is allowed to overflow, blow up, leak, or whatever, then oily residue would be released into the environment, and the EPA nannies would explode!

Thanks Mishimoto! Is the two ounce capacity enough though? If daily reasonable driving would require dumping the contents monthly, I guess that would be OK. Could a sight glass thing be installed to give a visual clue when it's time to dump?
The can we are using within this kit is our compact baffled unit, which is designed without a sight glass. We've found that this catch can offers the most efficient separation, which is why it is used within all of our direct-fit kits. When designing this product, we found the addition of a sight tube or dipstick was not aesthetically pleasing. We were looking for a clean, factory-like catch can.

Fluid drain intervals should be relatively easy to determine. We recommend checking the level of the can after 1k miles and 2k miles to get an idea of how quickly fluid accumulates. Draining of the can should be conducted once fluid reaches the baffle. Based on our first collection, I imagine this will be between 3,000 and 5,000 miles, depending upon your vehicle use and driving conditions.

Hope this helps!
 
#5 ·
Why OEM's don't include an oil catch catch? That's easy...because the owner must periodically empty the catch can! Do you think most owners would do that, or would just let the thing fill up and overflow? Some folks never open the hood. If the can is allowed to overflow, blow up, leak, or whatever, then oily residue would be released into the environment, and the EPA nannies would explode!

Thanks Mishimoto! Is the two ounce capacity enough though? If daily reasonable driving would require dumping the contents monthly, I guess that would be OK. Could a sight glass thing be installed to give a visual clue when it's time to dump?
 
#11 ·
2016+ Honda Civic 1.5L T Catch Can R&D: Our Catch Can

Before we go any further into our oil catch can development for this new Civic, we think it’s important to dive into the inner workings of how our catch can really works. We have developed a very unique catch can with features that will keep your engine components in better overall shape for the long run.

In the last post, we discussed the differences between port and direct injection and why it was important to distinguish between the two. So we know how the oil gets into your intake tract and can soil your valves. How are our catch cans so good at preventing a lot of that from happening?

Catch Can Features and Components
There are a few things that stand out in our catch can design. One of the primary benefits is our internal baffling. In most catch cans, there is a wad of steel wool that condenses the oil vapors. With baffling, we increase internal surface area which gives more locations for the oil to condense. The baffling also prevents any oil from splashing back up against the filter, just like how there is baffling in your fuel tank.



The silver plate with holes on the top is the baffling. That is where the oil will condense once the vapors make their way into the can. The next step was finding a suitable filter that would effectively separate the air and oil.

We also include an air diverter in the lid that promotes air turbulence. This helps with the separation. In the past, testing has shown that adding this feature gives a positive impact on air turbulence within the can and this helps our product perform even better.

For our filter, we tested multiple options and determined that a 50 micron bronze filter was the best option. Out of the other options we tried, this choice did the best job ensuring that clean air is the only thing leaving the catch can, which is a significant part of the vapor filtration. It is a completely serviceable filter and really easy to clean, so this takes away the need to replace anything! Check out an image below of the top half of one of our catch can lids showing a clearer shots of the filter and the air diverter.



How does the can actually fill up? We will be using a dual port can which are for entry and exit. In the Civic, air enters the can by way of PCV hose, gets filtered and then goes back to the intake tract. The can keeps that air free of any fuel or oil vapor.

So Does It Actually Work?
Of course! In fact, let us have a look at one of our previous projects. We developed a direct fit catch can for the 2014+ Ford Fiesta ST equipped with a 1.6L turbocharged engine. Check out below how much oil we were able to catch from the PCV side after only a few hundred miles.



We also have a direct fit can for the 2015 Mustang GT. During our development of that product, we were able to get a good amount of oil from the PCV system. Check out what we were able to catch after just 1000 miles on our 2015 Ford Mustang GT below.



We let the can sit on top of the beaker for a while to allow as much oil to come out as possible. There was a total of 20 ml, or about 0.68 ounces! This is roughly a 1/3 of the can’s capacity, so it is very effective. As a matter of fact, in both cars, the intake tract would have been coated with this gunk, which would have eventually made its way to the valves. Not good!

Now yes, these are two pretty different cars from the new Honda Civic and results could vary by a lot, but this is just to show you that oil catch cans can certainly help, and these are great examples of that!

We’d love to hear your thoughts on how we designed our can. The catch can for the Civic is just about ready to go on the car, so please stay tuned for the next update as we fit our prototype on our Civic.

Thanks for reading!
 
#12 ·
2016+ Honda Civic 1.5L T Catch Can R&D, Part 2: Prototype Fitment

We are moving fast with this project! We have now talked about the differences and significance between two types of fuel injection, evaluated the stock system and began designing a bracket with our neat waterjet. We have also dived into the specifics of how our catch can works. Now, we have a working prototype that we have mounted onto our loaner Civic.

We decided to go ahead and use the open space right behind passenger side of the motor that would conveniently place our catch can around the PCV ports. This will lighten any complexities in the hose routing.





The bracket has been fabricated so all we needed to do was give it a little bit of paint to match the color of our can.



Our prototype design will have the bracket attach directly behind the pictured bracket that is holding an oil line. Check it out installed below!







That just about does it for the design process for our catch can! Here is one more view of it installed in the bay!



What’s Next?

Now that we have a working prototype on the car, we will be launching a presale very soon so we can get this kit on the market. Details are on the horizon.

As always, thanks for reading!
 
#16 ·
Is it cost prohibitive to put a small valve at the bottom of the catch can, so we can just empty the oil into a cup really easy??

A valve would make this a much easier job especially in cold climates where we don't want to be dis-assembling hoses and physically removing components

thanks
Great questions! Any vehicle can benefit from a catch can system. Turbocharged applications can see added benefits due to the increased amount of air and oil vapor that surges through the system. Stop-and-go driving situations can benefit just as much as highway driving with respect to gathering oil contaminants. @CivicDuty you hit the nail - or nails - right on the head!!!

As for emptying the can, fortunately the hoses do not have to come off! There is a grip at the base of the can so it can thread right off. There is enough clearance underneath the can for you to fully remove the bottom half to check/drain the collected content. Hope this helps!
 
#14 ·
Hunter, the answer is yes, yes, and yes. OK, actually the can is to counter the consequences of direct injection. Or, maybe you can consider it countering the consequences of PCV emission control.

1. All piston engines suffer from "blow by".

2. To prevent this blow by from pressurizing the crankcase, it needs to be vented off.

3. Back in the day (prior to E.P.A.), this was vented to atmosphere. Now, the gases are vented back into the intake, via a closed loop system.

4. This blow by gas now entering the intake manifold and valves, gets washed off by the fuel-air mixture in a multiport injected car, and no harm no foul. However, in a direct injected engine, the fuel-air mixture never sees the valves because it's injected directly. So now, all that blow by crud sitting on the back side of the valves, just gets cooked on, causing deposits.

5. The inherent blow by is increased in a pressurized (boosted) engine.

Pardon the dissertation.
 
#15 ·
Is it cost prohibitive to put a small valve at the bottom of the catch can, so we can just empty the oil into a cup really easy??

A valve would make this a much easier job especially in cold climates where we don't want to be dis-assembling hoses and physically removing components

thanks
 
#21 ·
I'm pretty sure if you go on the 9th generation forum you'll be able to find something that help you out, a DIY, guide, or something.. someone out there has to have already done it at this point. If you do end up finding a solution, keep us posted, I would be interested in knowing about it.
 
#24 ·
Hey everyone!

We are now ready to launch our presale. During this period, you can get our catch can at a great discount before the kits officially hits the warehouse and the market.

Please check out the details below and please let us know if you have any questions!

Pre-Sale Link



Expected Ship Date: May 2nd, 2016
Expiration Date: May 2nd, 2016

Pricing Details:
Full Baffled Oil Catch Can Kit
MSRP: $180.00
Presale: $144.95

Includes
(1) Application-Specific Mounting Bracket
(1) Black, Anodized 6061 Aluminum Catch Can
(2) Direct-Fit Silicone Hoses
(2) Plastic Barbed Fittings
(2) Worm-Gear Clamps
(1) Air Diverter
(1) Internal Baffle & Rod
(1) 3/8" NPT Plug
(1) Large O-Ring
Mounting Hardware
Mishimoto Lifetime Warranty












Pre-Sale Link

Again, please alert us of any questions, comments or concerns. Thanks!
 
#30 ·
Not yet! There will be an install guide that comes with the packaging and we will also publish an install video after we release it.

Is there any concrete or studied evidence that a catch-can actually reduces carbon build-up on modern Turbo + DI engines?

I need more convincing before buying
There will always be carbon buildup on valves in any engine with direct injection due to the way the fuel is delivered. With port injection, it's usually not an issue because the fuel, with its awesome solvent properties, cleans off most off the surface faster than the carbon can start setting its deposits.

By catching, filtering and collecting the contents of the recirculated emssions air vapor from your engine, catch cans prevent and prolong any carbon buildup that can begin setting onto your valves. With turbo applications it is very beneficial because of the increased crankcase pressure due to the forced induction. There is more air forced into the motor compared to a similar, naturally aspirated engine with comparable size and displacement, so the negative effects (in some cases) can be considered more substantial.

Also, if it helps, we will have some content to show in a couple days of how our catch can performed on the Civic it's installed after a few weeks of driving. Stay tuned!
 
#29 ·
Hunter, try removing the turbo criteria and just use "direct injection problems". The DI characteristics combined with the PCV residue are the culprits, the turbo (boosted) part just makes the blow-by worse.

Here's part of an "ask an engineer" series:

“Ask an Engineer” is hosted by Andrew Bell, a mechanical engineer and car enthusiast. Andrew has his MASc in Mechanical Engineering from the University of Toronto, and has worked on Formula SAE teams, as well as alternative fuel technologies in Denmark and Canada. Andrew’s column will explore engineering topics in the most accessible manner possible.

Even though every other car nowadays seems to offer gasoline direct injection (GDI), Mercedes-Benz was the first to exploit this technology in the 1955 300SL. But it wasn’t until the mid-1990’s that other automakers started to use GDI in mass produced vehicles. GDI promises marginal increases in fuel economy (3% reduction in BSFC ) but its real benefits include reduced cold start/low load emissions and higher power outputs. While the technology offers engineers incredible flexibility from an engine design perspective, it is not without faults. As with any new technology it is important to understand both the positives and negatives before you choose, say a compact car with GDI or one regular fuel injection. If you want to keep your car for a long period of time, the long-term reliability of a GDI engine is an important factor.



The effect of increased percentages of ethanol on injector longevity.
The percentage of ethanol in gasoline at the pumps is steadily increasing. Ethanol has a tendency to increase the corrosion rate of the various metals used in an engine. Add this to the elevated fuel pressure and the fact the injector is directly exposed to in-cylinder combustion events, and you have a recipe for a recall. Furthermore, these injectors are very sensitive to fuel quality due to outrageously tight tolerances. It is very important to use high quality fuels and keep the filters clean.


Higher pressures in general.
GDI requires significantly higher fuel inlet pressures than port injection. This puts a great deal of strain on every piece of the fuel delivery chain. This is not a problem on a new engine. 50,000 miles down the road, and it may be. Manufacturers have been relatively proactive in this department by specifying robust, stainless steel fuel lines and connections. That hasn’t stopped fuel pump recalls from already occurring


Carbon buildup on intake valves.
This is the big problem with most current GDI engines. Due to modern unburned hydrocarbon (UHC) regulations, vapors from the crankcase are usually vented into the intake stream in order to prevent oil droplets from escaping through the exhaust. In a port injection engine, these droplets are ‘washed off’ the neck of the intake valve by a relatively constant stream of gasoline droplets. In a GDI engine, the gasoline doesn’t touch intake side of the valve. As a result, the droplets have a tendency to bake onto the valve and significantly reduce performance. To add to this effect, many advanced GDI engines also include exhaust gas recirculation in order to lean out the combustion mixture and reduce in-cylinder temperatures for certain combustion modes (reducing NOx emissions). Since GDI combustion has the ability to produce far more soot than premixed combustion (port injection), the problem is magnified.
Even more alarming is that these deposits can dislodge and damage other downstream components (turbochargers, catalytic converters, etc.). Manufacturers have added systems to capture these oil droplets and particulates, but no system is 100% effective. As a result, there are many disappointed early adopters with large repair bills. Even diesel engines haven’t been immune to these issues.
The reason these issues have slipped through to production is that they won’t show up in a 500,000 mile torture test. These types of issues will appear after years of short trips (preventing the engine from reaching operating temperature), bad batches of fuel, etc. As we approach the efficiency limits of the internal combustion engine, the engines themselves (and associated support systems) have become more complex. As with the transition from carburetors to electronic fuel injection, there will be some overlap between relatively bombproof port injected engines and the unproven, first-generation GDI engines.
 
#32 ·
Hey guys, quick update.

To those of you who have placed an order for your catch can, we had a target ship date of May 2nd. But we have encountered minor shipping delays which will cause the actual ship date to move back to May 23rd, which is about 3 weeks from our target ship date. We apologize for any inconvenience this may cause, but we want to be sure everyone is in the loop and no update goes unheard.

The good news is for those who have not yet purchased our catch can, there is now even more time! The price will stay at the current presale until May 23rd, so be sure to pick yours up at our discounted rate until then!

Again, we'd like to apologize for the delay. We know you guys want to get this kit as soon as possible, and we are doing our best to make that happen. Thanks for your patience!

But stay tuned for some project updates! We have some cool content to show everyone later today!
 
#33 ·
Hey everyone!

So towards the end of last week we had the Civic our prototype catch can is installed on come in for a content collection check - and we got some pretty sweet results! Check out some images below...

As soon as this Civic pulled into our parking lot, we immediately (and excitedly) popped the hood so we could start unthreading the bottom part of the can.




Now just look at all of this gunk!





This is what our can was able to catch after just 500 miles - imagine how much more it could catch after 2 or 3k miles! That content would have found its way back into the engine and intake track. Eventually, your intake could be coated with what our catch can was able to grab.

This can is certainly a great preventative maintenance measure that would end up benefiting any of these new boosted Civics on the road. I hope this helps out those who wanted to see what our catch can is able to do.

Our presale for this product is still live! Get yours here: Presale Link
 
#34 ·
Good job! And only 500 miles, huh? I've seen what some Fiesta ST owner's catch, but the ecoboost (overboost) they use is 22 psi, compared to Honda's conservative 16 psi.

I agree, in 3k miles, that accumulation of crud should be ~6 times more - something I don't want in my intake. :|
 
#36 ·
Thanks!

We were glad to see the can was having a positive effect. Fiesta ST owners definitely see a lot of content in their cans as well. This is stuff you certainly don't want your engine or intake to see!

That's nasty!
We think so too, it's important to show these results so you guys can see what we are talking about. Kepp your engines safe!
 
#39 ·
Hey guys!

Our shipment containing the first batch of catch can kits was scheduled to arrive at our warehouse yesterday, but it was held up leaving port over the weekend. This will set us back a couple of days, but not for too long. It is now on the way and our new confirmed ship date is now this Friday on the 27th, which is only a few days from now! We are guaranteed to have this product in our warehouse and ready to ship out on Friday.

In the meantime, we did get some sample production pieces into our facility late last week. Check out what our bracket looks like!





Again, we have moved the date to later this week on the 27th. People should start getting shipment notifications this Friday, so keep an eye out for those alerts. Thanks for your patience guys!
 
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