Don’t Let Oil Temps Stop the Fiesta! Mishimoto Oil Cooler R&D, Part 2: Product Testing and Data Crunch

Testing time! It’s always fun to see the results when you make changes to your vehicle, whether bolting on a new wheel and tire combo, or installing a  new set of  dampers. In this case, we are expecting our Fiesta ST oil cooler setup to drop fluid temperatures by a substantial margin during our on-road testing.

Testing Setup and Conditions

Testing the stock Fiesta ST oil cooler is relatively simple. Only one temperature and pressure will need to be monitored, so we can utilize our sandwich plate sensor adapter shown below.

Mishimoto oil sensor adapter sandwich plate
Mishimoto oil sensor adapter sandwich plate

To collect data with the stock Ford Fiesta oil cooler, we installed this plate along with one of our temperature sensors and one of our fluid pressure sensors. These would provide a baseline for oil temperatures produced with the stock liquid-to-liquid heat exchanger.

Testing the Mishimoto Fiesta ST oil cooler system would be a bit different. We decided to experiment with retaining the stock heat exchanger or removing it. We knew this would make an impact on fluid warm-up, but we were unsure of the impact on temperatures at speed. Would the stock Fiesta oil cooler inhibit or improve cooling performance when used in conjunction with our liquid-to-air unit? We will know very soon!

Our testing rig for the liquid-to-air setup involves sensors spliced into the oil lines going to and coming from the heat exchanger. Check it out!

Oil temperature and pressure sensors installed in cooler line
Oil temperature and pressure sensors installed in cooler line

These were then installed on the vehicle before hitting the road to collect our data for each Ford Fiesta oil cooler setup.

Oil temperature and pressure sensors installed on Fiesta
Oil temperature and pressure sensors installed on Fiesta

Now, just as a recap, we will be testing three Fiesta ST oil cooler setups on the road to evaluate differing cooling efficiencies.

  1. Stock liquid-to-liquid heat exchanger only
  2. Mishimoto oil cooler supplementing stock liquid-to-liquid heat exchanger
  3. Mishimoto oil cooler system only

We complete our Fiesta ST oil cooler testing in a similar fashion for most of the kits developed here at Mishimoto. This includes steady-state temperature collection data. Yes, track data would certainly help in supporting our product and providing data that would benefit customers. That said, the efficiencies we see during steady-state driving can be used as a basis for comparison to track driving. Since we own this ST, we may hit the track later for testing numerous developed products, including our Fiesta oil cooler. For now, though, this highway data will be sufficient to support the benefits of our Ford Fiesta oil cooler setup.

Testing Conditions

  • Ambient temperature: 83° to 85°F (28.3 to 29.4°C)
  • Vehicle: 2015 Ford Fiesta ST
  • Modifications: stock
  • Data equipment: AEM AQ-1 Data Logger
  • Sensors: temperature and fluid pressure
  • Driving conditions: 65 mph highway cruise for 10 minutes
  • Sandwich plate: Mishimoto non-thermostatic

These conditions should provide a solid baseline for the performance of our Fiesta ST oil cooler kit. You will notice we are using our non-thermostatic oil sandwich plate for testing purposes. This will eliminate the variable of the thermostat as it restricts how low temperatures will drop.

Data Crunch!

The numbers are in! Check out the temperature plot from our three different Ford Fiesta oil cooler setups.

Oil temperature data from road testing the Fiesta ST oil cooler
Oil temperature data from road testing the Fiesta ST oil cooler

Time to review.

Stock Liquid-to-Liquid Heat Exchanger

The stock Ford Fiesta oil cooler setup performed just fine on the highway. We saw temperatures start just below 190°F and climb to around 194°F by the end of the run. This is likely right around the temperature of the engine coolant, which is what we would expect with this setup. You can see that the plot slopes upward during the run.

Stable Temperature: 194°F

Mishimoto Oil Cooler Supplementing Stock Heat Exchanger

Here is where we begin to see the changes and advantages provided by a liquid-to-air heat exchanger. Temperatures at the start of the run hover in the neighborhood of 163°F. The plot then slopes downward over the duration of the data collection, eventually stabilizing around 161°F. This is a substantial drop of 33 degrees in fluid temperature during this driving condition. Keep in mind that these temperatures are a bit low for typical daily driving. Our final product will include an optional thermostatic sandwich plate that would peg this temperature at 185°F during equivalent conditions. We were simply testing efficiencies by eliminating all variables with our Fiesta ST oil cooler.

Stable Temperature: 161°F

Mishimoto Oil Cooler with Stock Heat Exchanger Removed

By removing the stock oil cooler we can reduce the impact of engine coolant temperatures on our oil cooler efficiency. With this setup installed, our plot begins at 159°F and quickly slopes downward. It peaks and then rises a few degrees, coming to a final stable temperature of 157°F. We saw 40°F maximum drops, with an average temperature drop of 35°F. As with the second Fiesta oil cooler setup, we will be recommending a thermostatic sandwich plate for this kit to retain temperatures within operating range specifications.

Stable Temperature: 157°F

Our next plot looks at fluid pressure. The addition of fluid volume presents changes in pressure, as does the differences in fluid temperatures. The hotter the oil, the thinner it will be, which will drop the pressure.

Oil pressure data from road testing the Ford Fiesta oil cooler
Oil pressure data from road testing the Ford Fiesta oil cooler

This data is pulled from the runs we used for temperature testing. The testing compiled with our Fiesta ST oil cooler system provides a 2 psi increase. How can that be so? It is likely that the cooler temperatures result in higher fluid viscosity, creating a slight increase in pressure. This is acceptable and will not cause any ill effects.

Great results!

Recap and Plans

We have seen positive results from the addition of our oil cooler system on this Fiesta. With this testing complete, we are ready to move forward with producing these kits. Our initial offering will be a 19-row unit. Based on our results here, we believe this will be necessary for track driving. Our 10-row unit may suffice, but we believe that our 19-row cooler will provide properly regulated temperatures in any track environment. For those concerned about fitment with large FMIC kits, we will have a solution for this soon. Our team is currently working on a large FMIC of our own that will be completely compatible with our oil cooler setup.

We will be offering a kit that eliminates the stock Ford Fiesta oil cooler. Fitting our sandwich plate on top of the stock cooler is quite a pain, as fitment was very tight. By removing this unit, we can also achieve better temperature drops.

Since we are removing the stock cooler, we needed to address the rubber coolant lines that run to and from this heat exchanger. We will include an aluminum splice connecter, which will mate the two lines and allow for proper coolant flow through the system. Our 3D-printed prototype is shown below!

Delete fitting for stock Fiesta oil cooler
Delete fitting for stock Fiesta oil cooler

Sandwich Plate Options

We’ve discussed the two options (thermostatic and non-thermostatic) we have in terms of sandwich plate selection throughout this article series. One of the most common questions we get from these posts is in regards to the function of the plate and which plate is best. Check out some quick answers below!

What’s The Difference?

Thermostatic: The thermostatic sandwich plate utilizes an internal thermostat to regulate fluid temperature. When the engine is cold and fluid is below thermostat temperature (185°F for this application), the sandwich plate restricts flow to the heat exchanger in order to allow the fluid to warm up quickly. Once up to temperature, the sandwich plate will regulate temperatures by restricting flow if fluid begins to cool to the activation temperature. This operation is similar to a coolant thermostat.

Non-Thermostatic: Unlike the thermostatic plate, this unit will not restrict flow based on temperature. When the vehicle is running, fluid will be routed to the heat exchanger regardless of temperature.

What Results Can I expect With Each?

Thermostatic: The thermostatic plate will warm the oil quickly and will also work to keep temperatures as close to the thermostat activation temperature as possible. During commuting or highway driving, the fluid temperature will likely hover right around activation temperature (185°F). During aggressive driving, temperatures may rise above activation temperature but the liquid-to-air heat exchanger will work to keep them as close to thermostat temperature (185°F) as possible.

Non-Thermostatic: Oil warmup will be a bit slower with this particular sandwich plate with our Fiesta St oil cooler. Expect to idle the car for a period of time and take it easy in terms of engine RPM during the first few miles of use. During normal driving conditions or highway cruising, the Fiesta will see temperatures in the 160°F range with the non-thermostatic plate. This is because the fluid is reaching the heat exchanger at all times and is actively being cooled even if it is not up to operating temperature. Remember, cold oil is just as harmful to your engine as hot oil. Keep this in mind when selecting a Ford Fiesta oil cooler system.

What Will Work Best For My Needs?

Thermostatic: For 95% of applications, we recommend our thermostatic option for the Mishimoto Ford Fiesta oil cooler. This is absolutely necessary if you drive your Fiesta daily. Like we noted above, you do not want to overcool the oil in your EcoBoost. Even track-specific models can utilize the thermostatic kit. The internal thermostat can be swapped out for two other optional temperatures (160°F or 200)°F for further fine tuning in your specific environment.

Non-Thermostatic: The non-thermostatic version should be reserved for track-specific models that will not see road use, or vehicles in very hot climates. We saw huge temperature drops with the Fiesta ST oil cooler and do not recommend this particular setup for commuter use.

Discounted Pre-Sale

As with some of our other Fiesta ST products, we want to launch a discounted pre-sale for those interested in picking up our Ford Fiesta oil cooler. Once we get a bit closer to the completion of these kits, we will release information about pricing and estimated shipping dates. Additionally, we will post a couple shots of our Ford Fiesta oil cooler final prototype brackets once they are complete!

Thanks for reading guys!

-John

Keeping The Twins Cool! Mishimoto’s BRZ/FR-S Plug-N-Play Fan Shroud R&D, Part 2: Prototype Completion

We’re back for some more fan shroud fabrication! The last portion of this series highlighted the beginning stages of initial shroud design. The BRZ/FR-S uses a fairly unique overflow tank that mounts directly to the factory fan shroud. This is our first target for part two of product design.

Overflow Tank Mount Fabrication

This tank has two upper mounting points which use a bolt which passes through the tank material and into threads on the shroud. We utilized round stock aluminum which was cut to the proper length, drilled, and tapped for the appropriate factory bolt. These were then welded to the shroud in a position that would place the tank in the exact location as when on the stock shroud.

Welding overflow tank mounting points
Welding overflow tank mounting points

The lower mounting point for the tank accepts a peg which is located on the base of the overflow tank. This peg slides into a hole to secure the tank, providing three locations for support of the tank. We fabricated our bracket and welded it to the shroud. We now had our mounts complete!

Overflow tank mounting points complete
Overflow tank mounting points complete

We then bolted the stock overflow tank in place!

Overflow tank mounted on shroud
Overflow tank mounted on shroud
Overflow tank mounted on shroud
Overflow tank mounted on shroud

We then mocked up our electric fan on the shroud. As noted previously, we are using two of our 12” electric slim fans to cool the FA20.

Mishimoto fan mocked on prototype shroud
Mishimoto fan mocked on prototype shroud
Mishimoto fan mocked on prototype shroud
Mishimoto fan mocked on prototype shroud

Prototype Installed

Now that fabrication was complete, we bolted our fans to the shroud and dropped it into place within the engine bay of our test vehicle.

Mishimoto prototype fan shroud installed
Mishimoto prototype fan shroud installed
Mishimoto prototype fan shroud installed
Mishimoto prototype fan shroud installed

The overflow tank is positioned quite nice with our shroud.

Mishimoto prototype fan shroud installed
Mishimoto prototype fan shroud installed

The hose also mates up properly with the factory coolant fill neck.

Mishimoto prototype fan shroud installed
Mishimoto prototype fan shroud installed

Fan Shroud Testing!

Next on our to-do list was to determine the cooling ability of our fan setup. We needed to ensure this system produced similar airflow to the stock fan setup and therefore equivalent cooling during idle conditions.

To check both the stock shroud and our prototype, we installed our in-line sensor adapters in both the upper and lower radiator hoses.

Testing sensor installed in radiator hose
Testing sensor installed in radiator hose

These were then installed on the vehicle to capture pre-radiator and post-radiator coolant temperatures.

Testing sensor installed in lower radiator hose
Testing sensor installed in lower radiator hose
Testing sensor installed in upper radiator hose
Testing sensor installed in upper radiator hose

We then ran each setup at idle for an extensive time period in order to verify our design. Temperatures were monitored and observed with each shroud system.

Testing Mishmoto prototype fan shroud
Testing Mishmoto prototype fan shroud

After evaluating the data, our prototype unit performed admirably. With the dual 12” slim fans, we were able to hit our performance targets in terms of fluid temperature regulation. We have no doubts that this setup will efficiently control idle temperatures in any environment. This is the last verification needed for this project, and we are now prepared to launch the manufacturing process for our BRZ fan shroud kit.

Discounted Pre-Sale

As with many of our new projects, we are preparing to offer a discounted pre-sale for those interested in picking up one of our kits. Keep an eye on this thread for more details!

Thanks for reading!

-John

Pure VQ Sound! Mishimoto’s 350Z Performance Intake R&D, Part 2: Fabrication Completion

We’re back with more grinding, fitting, cutting, and welding. The fabrication of our intake prototype for the Nissan 350Z continues!

Airbox Fabrication

When we left off, we had fabricated three sides of our airbox and created a 3D model for our MAF-to-filter adapter. The next plan was to continue designing and constructing our airbox, starting with the base.

Template for 350Z intake airbox base
Template for 350Z intake airbox base

We mapped out our base on steel, made a bend, and trimmed some excess material.

Cutting Nissan 350Z intake airbox base
Cutting Nissan 350Z intake airbox base

A few tack welds and it was starting to take shape.

Fabricating 350Z intake airbox base
Fabricating 350Z intake airbox base
Fabricating 350Z intake airbox base
Fabricating 350Z intake airbox base

The base of the stock airbox utilizes some interesting mounting points, shown below.

Nissan 350Z intake airbox – lower mounting grommets
Nissan 350Z intake airbox – lower mounting grommets

Our team would need to design pegs on the base of the airbox assembly, which would sit within these mounts. The lower mounts would then work with an upper mounting bolt to stabilize the airbox during vehicle operation.

Nissan 350Z intake airbox – lower mounting pegs
Nissan 350Z intake airbox – lower mounting pegs

We then started smoothing our welds to best represent our final product. We are still early in the prototyping phase; even so, this first prototype will be used for dyno testing.

350Z air intake airbox – weld grinding
350Z air intake airbox – weld grinding

Check out the nice edge in the shot below!

350Z air intake airbox – weld grinding
350Z air intake airbox – weld grinding

Once complete we placed this first prototype in the engine bay to verify fitment of all the features we incorporated.

350Z air intake prototype installed
350Z air intake prototype installed

Completed First Prototype

Once we verified fitment, weather stripping was added to the airbox edges to eliminate the chance of any vibrations or noises during operation. Check out the full intake assembly of our first prototype!

Mishimoto 350Z intake prototype
Mishimoto 350Z intake prototype
Mishimoto 350Z intake prototype
Mishimoto 350Z intake prototype

And a shot looking through the air duct!

Mishimoto 350Z air intake prototype
Mishimoto 350Z air intake prototype

An additional feature to note with our design is the use of an internal velocity stack. A velocity stack functions to smooth the air entering the intake system. By adding a trumpet shaped end to the intake duct, we can achieve this. This is a huge improvement over a simple flat pipe placed at the inlet to your intake system, which can create a boundary layer of air. The purpose of this is to smooth flow and increase air velocity, which typically results in some form of benefit in terms of power output and a smoother power band. Perhaps this will help promote some gains during our dyno testing. We will see!

This prototype was then bolted into place in preparation for some dyno testing!

Mishimoto Nissan 350Z intake prototype installed
Mishimoto Nissan 350Z intake prototype installed
Mishimoto Nissan 350Z intake prototype installed
Mishimoto Nissan 350Z intake prototype installed
Mishimoto Nissan 350Z intake prototype installed
Mishimoto Nissan 350Z intake prototype installed

Coming Up!

Our team is very excited to get this Z on the dyno so we can hear our new intake prototype and see what power gains it can achieve.

350Z on dyno for intake testing
350Z on dyno for intake testing

Check back next time for a video featuring a comparison of the stock and Mishimoto intake systems. We will also be taking an in-depth look at the data acquired from dyno testing!

Thanks for reading!

-John

Rubbing Elbows with the 6.0L! Mishimoto Powerstroke Intake Elbow R&D, Part 1: Factory Component Evaluation and Initial Prototyping

If you are familiar with our brand, you know we have a vast product line of heat exchangers and associated products available for the Ford 6.0L Powerstroke. We’ve had great feedback from our customers about our existing products as well as the new products they would like to see come out of our garage. Now that we have our own 6.0L shop truck (shown below), we have easy access to a vehicle for product development and test fitting.

Mishimoto 6.0L shop truck
Mishimoto 6.0L shop truck

We decided to come up with our own rendition of an inexpensive, free-flowing intake elbow for the 6.0L. Yes, we realize there are ample options currently on the market. That said, we would like our design to have the following features.

  • Great value and high quality materials
  • Minimum 2 1/8” ports for sensors, nitrous, or meth injection
  • Pipe design with optimal flow and smooth internal flow
  • Includes all hardware needed for installation

After doing our research, we are quite certain that power increases will be negligible with such an upgrade. The volume of the factory piece is sufficient for mildly modified trucks, and the typical restriction points on trucks producing high airflow volume are the intake ports on the head as opposed to the intake elbow. Either way, highly modified trucks will most likely experience gains with the improved flow of our unit. For factory or mildly modified trucks, you will see benefits of the added NPT ports and improved aesthetics with our proposed 6.0L Powerstroke intake elbow.

Factory Elbow Evaluation

Mishimoto 6.0L shop truck engine bay
Mishimoto 6.0L shop truck engine bay

Before developing an elbow of our own, we needed to take a closer look at the features and dimensions of the factory unit.

Factory 6.0 Powerstroke intake elbow removed
Factory 6.0 Powerstroke intake elbow removed
Factory 6.0 intake elbow removed
Factory 6.0 intake elbow removed

Once the factory 6.0 intake elbow was removed, we could evaluate the oil-drenched OEM component. Check out a few pictures of this piece.

Factory Powerstroke intake elbow
Factory Powerstroke intake elbow
Factory Powerstroke intake elbow
Factory Powerstroke intake elbow

The factory unit features an area on the boot-mating surface that accommodates the lip built into the factory boot. We will need to include this feature in our design as well.

Factory 6.0 Powerstroke intake elbow
Factory 6.0 Powerstroke intake elbow
Factory 6.0 Powerstroke intake elbow
Factory 6.0 Powerstroke intake elbow

3D Prototyping

Our next step in the process involves utilizing our advanced set of tools. First, we set the factory elbow up on our CMM (coordinate measuring machine) table to collect dimensional data. We need to map out the dimensions and features of the flange as well as the location of the boot connection point in relation to the flange. Precision is key in producing an accurate model and prototype.

Factory 6.0 intake elbow on CMM table
Factory 6.0 intake elbow on CMM table
Factory 6.0 intake elbow on CMM table
Factory 6.0 intake elbow on CMM table

Coming Up!

Once our initial 3D model is completed in Solidworks, we will 3D-print our first prototype design to check fitment on our truck.

Check back next time for a look at our first prototype unit!

Thanks

-John

Enhance Your EcoBoost Exhaust! Cat-Back Development, Part 2: Sound Testing and Second Prototype

First Prototype: Sound

We’re starting this article with a recap of Part 1 of this series, which highlighted our first prototype for the 2015 Mustang EcoBoost exhaust design. If you recall, this design featured a midmuffler as well as two rear mufflers.

We promised a sound clip of our first design, so check it out below!

As you can hear, this setup is not quite what we are looking for. Although our mufflers are more free-flowing compared to the stock units, the sound of the EcoBoost is still stifled quite a bit. In fact, actual noise increases over the stock exhaust setup are minimal and nearly unidentifiable.

We needed to make some modifications to create a more prominent sound. Back to the drawing board!

Prototype 2 Plans

This project is turning out to be quite an experimental process. We had planned to try numerous different configurations until we attain an optimal sound. Stick with us during the process to see what changes in design make the most impact on the tone and volume of our EcoBoost.

Our next plan is to eliminate the midmuffler. By removing it we should see a weight decrease as well as a louder exhaust. We are sticking with the same rear muffler in order to change just one variable at a time.

Prototype Fabrication

Our first task is to create a Y-section to replace the existing midmuffler. We began cutting pipe to the correct dimensions to prepare for welding.

2015 Mustang EcoBoost exhaust Y-pipe fabrication
2015 Mustang EcoBoost exhaust Y-pipe fabrication
2015 Mustang EcoBoost exhaust Y-pipe fabrication
2015 Mustang EcoBoost exhaust Y-pipe fabrication

A bit of welding ensures that exhaust leaks will not have an impact on our testing.

2015 Mustang EcoBoost exhaust Y-pipe welding
2015 Mustang EcoBoost exhaust Y-pipe welding

Once complete we had our second prototype ready for some additional sound testing! Check it out!

Mustang EcoBoost exhaust Y-pipe installed
Mustang EcoBoost exhaust Y-pipe installed
Mishimoto second prototype for the Mustang EcoBoost exhaust
Mishimoto second prototype for the Mustang EcoBoost exhaust

Prototype 3 Fabrication

Another one already? Yes, we are making a third prototype. This one will be much easier. Our plan is to try out a couple different muffler styles to evaluate the sound produced. Our third prototype is similar to the second, yet features a round rear muffler. This will impact sound in terms of both volume and tone.

Here is the muffler we intend to test with our 2015 Mustang EcoBoost exhaust!

Third prototype muffler
Third prototype muffler

First we mocked up our plans for the pipe route. The angle would need to differ for this muffler due to a longer length.

Mishimoto third prototype for the 2015 Mustang exhaust mockup
Mishimoto third prototype for the 2015 Mustang exhaust mockup

We added a few tacks to ensure that these components stay in place during our initial placement.

2015 Mustang EcoBoost Exhaust, prototype fabrication
2015 Mustang EcoBoost Exhaust, prototype fabrication

Next we made adjustments to the mounting locations and pipe length to achieve our desired placement.

Mishimoto third prototype for the Mustang EcoBoost exhaust mockup
Mishimoto third prototype for the Mustang EcoBoost exhaust mockup

Once we had our dimensions and angles correct, we assembled and installed the third prototype exhaust. Check out a few shots showing the pipe routes.

Mishimoto third prototype for the Mustang EcoBoost exhaust mockup
Mishimoto third prototype for the Mustang EcoBoost exhaust mockup
Mishimoto third prototype for the 2015 Mustang exhaust mockup
Mishimoto third prototype for the 2015 Mustang exhaust mockup

We then fully welded the pipe assembly to provide leak-free operation during our upcoming 2015 Mustang EcoBoost exhaust testing.

Final pipe welding
Final pipe welding

You will notice that the end of our mufflers do not quite reach the outlets of the bumper. For testing purposes, we needed to put together a quick set of tips to prevent the hot exhaust from melting the bumper.

Mishimoto 2015 Mustang EcoBoost exhaust fully installed
Mishimoto 2015 Mustang EcoBoost exhaust fully installed

Keep in mind that these muffler tips were used purely for testing. We will be taking a close look at exhaust tip design options to select something aesthetically pleasing for the rear bumper profile of the Mustang.

Below is a summary of our prototype designs thus far.

Chart

Prototype 2 & 3 Sound Testing

Now we just need to hear how these new prototypes sound! Check back next time for sound clips with both of these mufflers setups.

Thanks for reading!

-John

An inside look at the engineering of Mishimoto products.

%d bloggers like this: