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Turbochargers Intercoolers

Utilizing advanced Aerospace technology, Garrett performance turbo intercoolers offer superior fatigue protection for the high boost pressures and temperatures of today’s extreme engines. Reduce intake temperatures and increase horsepower.

Garrett Intercoolers and Intercooler Cores

Garrett intercoolers offer superior thermal fatigue protection for high boost pressures and temperatures of today’s extreme engines. We engineer and manufacture complete intercoolers for vehicle specific applications, and intercooler cores for custom builds. Select from our large offering of air-to-air cores that support from 300 – 1275 horsepower, and our air-to-liquid cores that range from 500-1000 horsepower.

Superior Thermal Protection

Powermax vehicle specific drop-in intercoolers.

Garrett PowerMax drop-in intercoolers are engineered to increase vehicle performance while maintaining OEM fitment. Advanced CFD combined with bar and plate core technology results in in lower intake temperatures and prolonged heat saturation.

Air-To-Air Intercooler Cores

A full range of bar and plate intercooler cores that are manufactured by Garrett technicians. Our bar and plate intercooler cores are proven to reduce intake temperatures through advanced fin density and offset composition.

* Horsepower rating shown for normal operating conditions, Maximum horsepower potential will be higher than the listed values.

Air-To-Liquid Intercooler Cores

Turbochargers intercoolers and intercooler cores.

Utilizing advanced Aerospace technology, Garrett intercoolers offer superior fatigue protection for the high boost pressures and temperatures of today’s extreme engines. With over 75 years of charge air cooler experience, Garrett remains ahead of the industry in intercooler design and function making it the number one choice for some of the premier names in the performance car industry – Roush, Saleen, Mercedes-Benz AMG, Ford SVT, GM, and McLaren have all turned to Garrett to intercool their hottest models.

A full range of bar and plate intercooler cores that are manufactured by Garrett technicians. Our bar and plate intercooler cores are proven to reduce intake temperatures through advanced fin density and offset composition. From air-to-air cores sized for sport compact cars to air-to-liquid cores capable of supporting 1000+ hp, find the perfect fit for every project, at the perfect price with Garrett.

Vehicle specific intercoolers Selecting the right intercooler core Air-to-air cores Air-to-liquid cores Intercooler Technology

Selecting The Right Intercooler

We manufacture a wide range of air to air intercooler cores rated from 310 horsepower applications up to 1260 horsepower applications. Each core is rated for a specific horsepower, making it easy to match your desired power target to the core. In general, use the largest core that will fit within the packaging constraints of the application.

Learn More About Thermal Tech

Garrett Performance Intercoolers

Performance Intercoolers Garrett performance intercoolers and intercooler cores work together with the turbocharger as part of the total induction system. When air is compressed in…

Intercooler Tech: What Is Fin Density

Intercooler Tech: Fin Density In the first intercooler article we talked about heat transfer and selecting the best intercooler for your application. (Click here to…

Intercooler Sizing And End Tank Design With Rob Dahm

Rob Dahm rethinks, redesigns, and retests his current intercooler and end tanks to unlock more horsepower on his 4 rotor RX7. Using CFD analysis, he identifies where the current setup has restrictions that are causing pressure drop and robbing Rob’s 4 Rotor of horsepower

2013 – 2018 Ford Focus ST Performance Intercooler

    Replace Heat With Horsepower PowerMax performance products by Garrett Motion are vehicle specific turbo and intercooler upgrades for the most popular OEM turbocharged…

Garrett Performance Intercooler Test: 2016+ Honda Civic Si

MotoIQ tests the new Garrett drop-in performance intercooler for the 2016+ Honda Civic Si. 17HP and 14 lb-ft of torque gained over stock when tested in a wind tunnel dyno, all from a drop-in unit.

Garrett Intercooler upgrade for the 2.3L Ford Mustang

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Making Power With The PowerMax Twin Turbo and Intercooler Upgrade For 3.5L F-150

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Performance Intercoolers

Garrett performance intercoolers and intercooler cores work together with the turbocharger as part of the total induction system. When air is compressed in the turbocharger it gains a lot of heat. Hot air is less dense and therefore is not able to produce as much energy because less can be fed into the engines cylinders. The job of the intercooler is to remove heat from the charge air making it more dense. The denser charge equals more air and fuel reaching the engine and that translates to more horsepower.

Intercooler Construction

Garrett intercooler cores are bar and plate horizontal flow design. Charge air from the turbo flows within enclosed passages in one direction, with separate cooling passages flowing cooler ambient air in a perpendicular cross-flow pattern to the charge air. In bar and plate designs the passages consist of plates on top and bottom with fins in between. The passages are enclosed by bars on either side depending on if it is a charge air passage or an ambient air/cooling passage. Passages are stacked alternately until the desired stack height is reached. On the sides of the stacked cores, added to the final passage is a side plate of thicker material to provide structural integrity, protect the more delicate fins, and provide a surface for welding on end tanks if desired.

Heat Transfer

How does the intercooler remove heat from the charge air? There are three types of heat transfer modes, but the bar and plate intercooler relies on Conduction and Convection to extract heat from the charge air. Conduction is the transfer of heat to materials that have direct contact with each other. Convection is the transfer of heat from one place to another by movement of air. As you can see in the image below, the bars, plates, and fins alternate direction and flow and all play a part in extracting heat from the charge air. The charge air fins transfer heat from the charge air to the plates and the ambient air fins transfer the the heat from the plates and the ambient air cools the fins. The process repeats as long the car is moving or until the core gets heat soaked.

Fin Density

Fin density is measured in FPI or fins per inch. Each fin surface counts as one fin meaning there are two fins per wave. Fin stacks start off as flat sheets of aluminum that are fed through a special machine where they are bent to the desired FPI per row height and length. Garrett manufacturers around 20 different air-to-air and air-to-liquid intercooler cores supporting a range of horsepower from 310 up to 1260. Each of those cores are different in length, width, and height to meet the needs of different performance enthusiasts.

Garrett Intercooler cores utilize a combination of fin density depending on the flow path of the core. For example, the cold flow path or the front of the intercooler commonly has a higher density fin count to allow for better thermal performance and cooling. Core width/ cold flow can range from 3 – 5 inches so higher fin density is critical with the short span the ambient air travels across to cool the charge air passages. Additionally, the cold air passages are not sealed or pressurized like the charge air passages, so your ambient air flows through, cools the hot passages and evacuates into the engine compartment.

Hot flow passages have a longer run spanning from 11-28 inches in some intercooler cores. The hot flow path is a series of sealed chambers with fins spanning the entire length. There is a lot of surface area for heat transfer to take place and for that reason, the hot chambers have a lower fin density.  This also helps reduce pressure drop as the charge air travels from one side to the other.

Pressure Drop

Pressure drop is the difference in pressure between two points caused by flow resistance. An example of pressure drop is when the air pressure leaving the intercooler is less than the pressure that went in. You may never actually see this happening because your turbo will work harder (spin faster) to deliver the correct PSI to the engine. The faster a turbo spins the hotter the air is so it’s critical to use an intercooler that has a good balance of fin density so you don’t overwork the turbo.

Think about driving down the road with your hand out of the window and your palm facing forward. Your hand is interrupting the flow of the air and it must find a way around your hand to pass. Now imagine you and 10 friends in a limousine with your hands out of the window one after another. The last person in line will not feel the same flow as the first person because of pressure drop.

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PROCHARGER INTERCOOLERS: HIGH PERFORMANCE THROUGH INNNOVATION

(Click for Larger Image)

Everyone knows that ProCharger is committed to building industry leading superchargers systems for street cars/trucks, and that we are almost unrivaled in the racing market. But did you also know for the past 20 years ProCharger has also been leading the way in bringing you highly effective air-to-air intercoolers, with the largest choice of sizes/models to ensure both effectiveness and flow are maintained not only for stock motors, but modified motors as well? 

It’s true, intercoolers play a huge roll in creating high HP while also maintaining engine reliability in a supercharger system. However, this important part is often never mentioned when comparing supercharger systems. In this blog we will cover the items that set the ProCharger intercoolers apart from the rest, to help illustrate what gives our supercharger systems the coolest air charge temperatures, and thus the largest, most reliable power gains available. 

ProCharger was the original, introducing the aftermarket’s first intercooled supercharger system over 20 years ago, a major innovation and nearly 3 years ahead of its nearest competitor. And that innovation continues. For all of the vehicles listed below, ProCharger offers the largest, most effective intercoolers with the broadest range of intercooler options.

Design For starters, ProCharger uses the highly effective (and durable) “Bar and Plate” design for street/strip intercooler cores-the core itself is not only engineered to be of the proper size for the application, but also the core “spacing” of the bars and plates to ensure proper airflow flow to fluid systems behind the intercooler (IE: Radiator/Condenser).

(Photo shows height of core stack)

One of the often overlooked aspects of an intercooler is weight. We all know that if its lighter, its faster, so with that in mind ProCharger engineers design light weight stamped sheet metal aluminum end tanks for our intercoolers, instead of commonly used (heavy) cast aluminum air-to-air units – not to mention the weight of a pump, secondary heat exchanger, coolant reservoir and coolant of an air-to-water-to-air intercooler system. ProCharger intercoolers are also of the highest quality, always manufactured at the ProCharger plant in Kansas City. 

Testing When testing/designing intercoolers, ProCharger has a three-fold approach: 1) Intercooler designs begin as 3D computer models 2) Intercoolers are tested in an Aerodynamic test cell 3) Intercoolers are installed and tested in the real world, at the track and on dyno

ProCharger not only tests to ensure the pressure drop across the core’s flow path is at its absolute lowest, but also checks for proper temperature reduction between inlet and outlet. When intercoolers are being tested for their effectiveness, we are looking for the coolest air charge possible, but we also want to make sure the supercharger isn’t working to hard to “push” air through the core itself. The computer models and test cell data can help us build a great performing core right out of the gate. The final piece of the puzzle is “real world” testing at the track to see how the intercooler works with the rest of the cars cooling system, as well as adequate aerodynamics.

Sizing and Options Another important aspect that sets ProCharger apart is that for most of our systems, we offer multiple interercooler sizes (or arrangements) to best fit your HP goals or driving habits. In this next part of the blog we will illustrate some of the various sizing and lay out options available for a few different supercharger systems. 

For the 2011+ 5.0L Mustang, the animation below illustrates (3) different intercooler options in the form of the HO intercooler system, Stage 2, and Race. The HO intercooler features a highly efficient crossflow intercooler core for stock or slightly modified applications. Our Stage 2 offering swaps to a large side to side flow core that is 3.5″ thick offering great flow for modified applications pushing the power levels. For those going for the ultimate in charge cooling, the Race Intercooler with 4.5″ thick core can be ordered that features a MASSIVE 1296 cubic/inch Cooling Core! As you can see all (3) intercoolers fit behind the factory 5mph impact bumper, and no modification to the car is needed for installation.

HO Intercooler = 540 cubic/in Cooling Core Stage 2 Intercooler = 1008 cubic/in Cooling Core Race Intercooler = 1296 cubic/in Cooling Core

The C7 Stingray Corvette is a car that is just at home on the road course as it is at the drag strip. At ProCharger we knew having an intercooler layout for each was needed. So using the same massive 972 cubic inch cooling cores, we developed both horizontal and vertical layouts, to match different driving habits. We recommend the vertical style unit for drag racing applications where high hp and absolute maximum cooling of the air charge is needed in short bursts. The horizontal unit is better-suited for road racing applications, where long periods of wide-open-throttle demand maximum airflow to other factory cooling systems. 

Vertical Intercooler = 972 cubic/in Cooling Core Horizontal Intercooler = 972 cubic/in Cooling Core

The next animation shows the two intercooler options available for the 2011+ 6.4L SRT Challenger. The HO intercooler features a high flow, top-to-bottom core design that maximizes available airflow through the cars front fascia. However, for those pushing horsepower/boost levels, and wanting the largest air-to-air intercooler available for new HEMI-powered cars, the Race Intercooler option with its 970 cubic inch core is also available. 

Stage 2 Intercooler = 423 cubic/in Cooling Core Race Intercooler = 970 cubic/in Cooling Core

One of the most modified platforms we sell superchargers for is the new Gen 5 Camaro SS. To ensure we have the perfect intercooler for its wide range of power levels, ProCharger is happy to offer (2) different intercoolers. Much like as the 2011+ Mustang 5.0L, the base HO system offers a high-flowing vertical core design for stock or mildly modified vehicles. For those pushing the power levels with modified motors or using their Camaro SS for heads-up racing, we offer the Race unit that switches to a side-to-side core and 4.5″ thick core, for the ultimate in charge temp cooling. 

HO Intercooler = 486 cubic/in Cooling Core Race Intercooler = 1296 cubic/in Cooling Core

For those truck lovers out there, we didn’t forget about you–below you can take a peak at the two different intercooler options available for the Ford F-150 Raptor. The Stage 2 intercooler is standard with its high flow vertical core design, and the Race intercooler option is for truck racing applications, or where low speed/high load conditions demand even higher intercooling efficiency (such as towing, etc). 

Stage 2 Intercooler = 486 cubic/in Cooling Core Race Intercooler = 1296 cubic/in Cooling Core

For more information on intercooling in general, including the benefits of air-to-air vs air-to-water-to-air for street use, please visit our Intercooling page  HERE

Thanks for reading, and if you have any questions or comments, please feel free to reach us at 913-338-2886 or email us at  [email protected]

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Intercooler Guide (Part 2): Intercooler Construction and How it Affects Performance

In our Intercooler Guide (Part 1) post, we covered the differences in air-to-air and liquid-to-air intercoolers and provided some general advice from Mishimoto about which might be right for you. Once you’re done making that choice, you’ve still got some important decisions to make.

In Part 2 of our guide, we’ll show you how construction can influence the effectiveness of an intercooler and further help you make good decisions for your application. With help from our friends at Mishimoto , we’ll cover the three main areas of an intercooler: core, end tanks, and piping. Each one of these areas plays a key role in the effectiveness of the intercooler.

Core Construction

Selecting a good quality core is essential when choosing an intercooler for your ride.

But then again, you get what you pay for.

Here’s a quick comparison, courtesy of Mishimoto:

Fin style and density also play a part in the performance of an intercooler. More fins equal better heat exchange; however, high fin density will reduce airflow through the intercooler. Finding the right balance can be a challenge, but intercooler manufacturers use a variety of equations and testing to come up with the optimal solution for each application. This often includes experimenting with the pitch and overall height of the fins to create the right amount of surface area.

Another consideration is core size. The bottom line is bigger is not always better when it comes to intercooler core size. A properly sized intercooler will deliver efficient cooling without impacting boost lag.

Mishimoto put together a handy chart to match core size to your vehicle’s horsepower.

In the chart, the “high-density core measurement” of an intercooler can be determined by using a couple of equations.

Core Area (in²) = Core Length (in.) x Bar Height (in.) x # of Bars

For example, a 22-inch long core with 12 bars that measure .3 inches will equate to:

Core Flow Area = 22 x .03 x 12

Core Flow Area = 79.2 in ²

Once you know the Core Flow Area, you divide that number by .45 to determine the Charge-Air Surface Area.

Charge-Air Surface Area (in²) = Core Flow Area (in²) /.45

For our example, that means we have:

Charge-Air Surface Area = 79.2 in² / .45

Charge-Air Surface Area = 176 in²

Lastly, you divided the Charge-Air Surface Area by the core thickness to determine the Internal Flow Area, which is denoted as the “high density core” measurement in the chart.

Internal Flow Area   (in²) = Charge-Air Surface Area (176 in²) / Core Thickness (3.75-inch)

Internal Flow Area = 47 in²

According to the chart, this intercooler would be effective up to 500 horsepower.

The right end tank is a major factor in the longevity of your heat exchanger and have a big effect on the airflow through the core. There are four common materials used for end tank construction: plastic, stamped aluminum, cut-and-weld aluminum, and cast aluminum.

Plastic end tanks are used on stock intercoolers, but they are not ideal for performance applications. These end tanks are not well equipped to handle increased performance or higher boost levels. As a result, they can outright fail during high-boost pulls.

Aluminum tanks are recommend for performance applications. Stamped aluminum tanks are the most budget-friendly aluminum option and can easily handle high-boost applications. However, you’ll most commonly find stamped aluminum end tanks paired with standard tube-and-fin intercoolers. Cut-and-weld aluminum end tanks are considered a step up from stamped tanks. A well made cut-and-weld tank provides fantastic durability; however, since it incorporates multiple pieces of aluminum welded together, proper testing and precision welding is required.

Cast aluminum end tanks are at the top of the spectrum. These tanks offer the best combination of reliability and smooth airflow. Because there are no welds, there are no potential failure points. And since the internal structure is smoother than cut-and-weld tanks, engineers can optimize the airflow to the entire length of the core.

Outlet/Piping Size

You will have to match your piping to the outlets on your intercooler. Therefore, the size of the outlets are important, especially when you consider the effect of intercooler pipe size on performance. It really is a delicate balance between airflow and horsepower output. For example, piping too large will require greater flow to produce boost, causing lag. Conversely, piping too small will limit the power output.

Mishimoto recommends you run the smallest piping possible without causing restrictions. The company offers this chart to make the choice a little easier.

As you can see, a three-inch pipe is capable of handling in excess of 800 horsepower—adequate for many performance setups.

Armed with this information, you’re well on your way to choosing the right intercooler for your vehicle.

Happy intercooler shopping!

David Fuller is OnAllCylinders' managing editor. During his 20-year career in the auto industry, he has covered a variety of races, shows, and industry events and has authored articles for multiple magazines. He has also partnered with mainstream and trade publications on a wide range of editorial projects. In 2012, he helped establish OnAllCylinders, where he enjoys covering all facets of hot rodding and racing.

One response to “Intercooler Guide (Part 2): Intercooler Construction and How it Affects Performance”

Tube and fin are the better cores that’s why they are used in F1, WRC, Touring cars and many more motorsports.

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Heat is the single biggest enemy of performance, especially when it comes to forced induction.

If your intake charge temperature isn’t regulated and lowered, it will sap a ton of power and lower the overall efficiency of your engine.

Regardless of whether you have a turbocharger or supercharger installed, the hot and compressed air being forced into your engine needs to be appropriately cooled before it enters the combustion chamber.

That’s exactly what intercoolers help with.

With an intercooler installed, you can significantly lower the intake charge temperature, prevent unnecessary damage, and free up lost power.

But installing one of these is a lot easier said than done. It begins with knowing how it works, what the different types are, and which one to choose for your particular application. That’s what we’ll discuss in this guide.

What Does an Intercooler Do?

Intercoolers are air intake cooling devices that are commonly used on engines fitted with some form of forced induction.

They work just like radiators do, and that’s why the two components look so similar. There are passageways for the warm air to pass through, and there’s a heat exchanger — a system used to transfer heat.

Let’s take a closer look at what goes on inside an intercooler when it’s in active use.

How Does an Intercooler Work?

The supercharger vs. turbocharger debate is a hot topic. Though the two work very differently from one another, they pretty much do the same thing: force large amounts of air into the engine to make more power.

Heat is an inevitable part of air compression. No matter how advanced your turbo or supercharger is, without an intercooler, the compressed air that it generates will carry a lot of heat with it.

An intercooler’s primary function is to cool down that warm air before it reaches the combustion chamber.

Wondering why you need the intake air temperature to be lower? The cooler the air, the denser it is. This means it carries more oxygen — something you need to ensure proper combustion.

When the intake charge is less dense, it doesn’t mix and burn with the fuel properly.

This negatively affects the air-fuel ratio and creates a domino effect of various other problems like detonation, excessive fuel consumption, and loss of volumetric efficiency.

That’s why it’s best to do everything you can to cool down the air from the exhaust system before your turbo pumps it back into the cylinder.

Arguably, intercoolers are far more necessary on turbochargers considering how they depend on the exhaust stream to spin the turbine wheel. But they’re equally important for supercharged engines as well.

The intercooler kicks into action the moment you start your car. Follow the airflow path and you’ll see exactly what goes on under the hood. Let’s consider the airflow path of a turbocharged engine for instance.

Initially, the first charge travels through the intake tract and into the cylinder where it mixes with fuel, gets compressed, burns, and converts to exhaust.

It is then pushed out through the exhaust valve and into the exhaust manifold . Some of this exhaust is then sent into the turbo where it spins the turbine wheel and the compressor wheel as a result.

What you then get is compressed air which passes through a discharge port and heads straight into the intercooler, where it cools down.

After that, it flows back into the manifold, where it makes its way back into the cylinder, and the cycle continues.

Types of Intercoolers

Now that you know what the turbo intercooler does, let’s get a better understanding of how the different types of intercooled turbos work.

There are two main types: air-to-air and liquid-to-air. The main difference between the two is the heat transfer agent they use.

Air-to-air intercoolers rely on ambient air to cool down the warm air, while water-to-air intercoolers rely on water to do the same. Below we’ve explained how both these types function.

Air-to-Air Intercooler

Air-to-air intercoolers are typically mounted on the front of the engine bay, right behind the front bumper for better accessibility to outside air.

They’re very commonly used; they’re cheaper, lighter, and simpler in contrast to air-to-water intercoolers.

The only drawback of this intercooler type is the longer intake length. Because of the way they’re mounted, more tubing is required, and it takes much longer for the air to travel from the turbocharger to the engine.

This often results in wider fluctuations in temperature. Heat soak, when stationary, can also be a problem as they rely on ambient airflow generated as a result of the vehicle being in motion.

The engine fan assists with the cooling in this situation, but it can only do so much.

In terms of core design, there are two options you can choose from: tube-and-fin, or bar-and-plate.

Tube and Fin

Tube-and-fin intercoolers are made up of a network of a passage of tubes called “passes” and cooling fins — the wave-like metal structures that form a mesh by spanning across the front surface of the intercooler.

Compressed air travels through the tubes which are connected to a series of fins. When the vehicle is in motion, the ambient air hits these fins and cools down the hot air as a result.

This design is more commonly seen on cheaper stock and OEM-replacement intercoolers.

Bar and Plate

Bar-and-plate intercoolers are stronger, heavier, and more expensive. But, they provide better heat dissipation and cooling characteristics.

They comprise a series of plates and bars welded together to make channels for the hot air to flow through. Together, they do the job of a heat sink.

These types of intercoolers are a lot more durable and can take more abuse compared to the tube-and-fin design.

Water-to-Air Intercooler

Water-to-air intercoolers are also called liquid-to-air or charge air coolers. The primary heat transfer agent in this design is either water or coolant.

As the hot air is circulated through the intercooler, heat is transferred from it to the coolant that passes through adjacent passages, cooling the air down as a result.

The cooled air is channeled into the engine, and the water goes into a separate radiator as it needs to be cooled after absorbing heat from the compressed air.

Water-to-air intercoolers are perfect for smaller, cramped engine bays owing to their compact size.

They’re also more expensive to manufacture and require the use of additional complex components such as an auxiliary radiator, a thermostat, extra piping, a water reservoir, and a water pump.

There are more components to this system which leads to a higher price tag, but it’s certainly more efficient.

This increased efficiency is why the liquid-to-air intercooler is growing in popularity as more and more drivers try to get the most out of the engines.

Choosing the Right Intercooler

Now that you know the basics of what intercoolers are and how they work, let’s take a closer look at some of the considerations you need to make when choosing one for your car.

Below we’ll discuss the impact of intercooler size, fin density, mounting location, and pressure drop.

When selecting an intercooler, it’s important to choose a size that is appropriate for the amount of boost you intend to run.

You don’t want to use an intercooler that’s bigger than you need because you’ll lose pressure as the air travels from the inlet to the outlet.

Choose too big of a core size and you’ll end up with more lag. 3” to 3.5” is standard for most street cars.

Selecting the right Inlet and outlet size is also important. Though they’re usually the same in most aftermarket intercoolers, some manufacturers provide varying inlet and outlet sizes for high-boost applications. This helps to control the pressure drop.

An inlet of 2.5” and outlet of 3.5” or even 4” to 4.5” is commonplace for high boost applications.

Pressure Drop

Pressure drop is the difference between the air pressure at the inlet and the outlet of the intercooler.

Ideally, you want a low-pressure drop somewhere in the range of 1 or 1.5 psi and lower. Anything more than 3 psi is considered inefficient.

Well-designed intercoolers can achieve the right fin density, and the right size, while still keeping the drop at an acceptable level, without putting too much stress on the turbo.

Fin Density

Fin density is typically measured by calculating the number of fins per inch, also called FPI. This isn’t something you can measure by yourself, and this information can only be found on the manufacturer’s website.

The higher the fin density, the more air can be trapped in the fins, and the more effective the overall cooling will be. However, the more fins you have in your charge path, the more restricted the airflow will be.

Aftermarket intercooler manufacturers strive to achieve the perfect balance between optimal airflow and cooling by carefully engineering the right fin density.

Mounting Point

When it comes to mounting your intercooler, there are two viable options — either on the top of the engine or right behind the front bumper. These are called top-mount and front-mount intercoolers, respectively.

Both mounting options are ideal for cooling down the compressed air, but if you’re looking to install an aftermarket intercooler and can’t decide on where to mount it, then we recommend going with a top-mounted intercooler.

Firstly, air needs to travel a shorter distance to reach the intercooler if it is top-mounted, resulting in reduced turbo lag. Secondly, this mounting option utilizes engine bay space effectively and leads to better heat dispersion.

But while a top-mounted intercooler might be the preferred mounting location on paper, it’s worth questioning whether front-mounted ones are any good in the real world.

The short answer is yes. In fact, in daily driving conditions, you won’t be able to tell the difference between the two systems because they’re so comparable.

But if you’re measuring the efficiency of each system and trying to figure out the exact horsepower and turbo-lag time, the top-mounted intercooler has the advantage every time.

Even though an intercooler is not mandatory for forced induction, it’s always advisable that you install one.

It’s worth mentioning that your experience with installing one of these will differ based on your engine layout.

For cars that have a front-mounted engine, the process is quite straightforward. But for mid or rear-engine cars, expect to deal with a more complicated setup.

What’s your intercooler setup of choice? Let us know by leaving a comment below!

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Find a manual, simple guide to the air to air turbo intercooler, you are here.

When air is drawn into the turbocharger, boosted, and then forced into the engine, it gets very hot. And hot air isn’t as good for an engine as cool air. Therefore many turbocharged engines make use of an intercooler.

An intercooler is basically an air-to-air radiator. The hot air from the turbo enters at one end, and as cooled as it passes through the intercooler (much like the water in a car’s radiator) before entering the engine at a much lower temperature.

This allows the engine to make full use of a simple principal of physics; cooler air is more dense than hotter air.

This basically means that for a given volume (of our engine’s cylinder for example) we can get more oxygen into the same space when the air is denser – and more oxygen means better performance.

3 common intercooler faults

01 Leaking boost hoses

There’s not much that can go wrong with an intercooler, so most faults are usually either associated with installation issues or physical damage resulting in boost leaks.

One of the most common areas affected is the rubber boost hoses and the clamps that hold them inn place. Over time the rubber will perish, and clamps can lose their clamping force, which can result in the boost hoses actually allowing boosted air to escape.

This would result in a sluggish, underperforming car, and you may even be able to hear a ‘whooshing’ sound (although not always) as you can actually hear the air leak when driving.

The fix is quite simple; new hoses and clamps.

02 Impact damage 

As the intercooler sits right at the front of the car it does mean it is susceptible to damage, particularly from stones and debris from the road hitting the intercooler.

This can damage the delicate cooling fins, reducing the cooling efficiency of the intercooler, and is extreme cases and also damage the tubes through which the boosted air passes through.

The most common effect is an underperforming intercooler, resulting in increased inlet air temperatures, but in the worst cases the intercooler can piece and you can end up with a boost leak.

The fix requires a new intercooler.

03 Oil contamination

As the air that enters the intercooler comes directly from the turbocharger, it does mean that if you’ve ever had any issues with the turbo then the intercooler is likely to be affected too.

For example, if a turbo is suffering from an oil leak die to worn seals, then the oil that has ‘leaked’ out has to go somewhere – and the somewhere is most likely to be the intercooler.

This means the oil gathers in the bottom of the intercooler, reducing the performance of the intercooler itself. It also introduces oil vapours to the boosted air, so will have a negative affect on engine performance too.

To check, remove the boost hoses and inspect for signs of oil contamination. If there are any, remove the intercooler and flush our with engine degreaser to remove all the oil from the inside of the intercooler.

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Forge Motorsport is a world leader in aftermarket car parts, that includes actuators, intercoolers, blow-off valves, fabricated alloy tanks, big brake kits, wastegates, and silicone hoses. The company was founded in 1996 with the simple principles of innovation, crafty designs, and high-quality manufacturing. The company is comprised of passionate petrolheads who are dedicated to designing and developing vehicle-specific performance parts for OEM And turbocharged applications. 

If you are looking to get the most out of your Audi, BMW, or Volkswagen’s performance, you can count on Forge Motorsport in the United Kingdom. Each individual Forge branded product proudly states “Made In Great Britain.” Forge Motorsport is based out of Gloucester, England, where its headquarters and manufacturing plants produce its ever-growing lineup of products. The company also has a full sales and distribution facility in Orlando, Florida (Forge USA) and one in Taichung, Taiwan (Forge Asia) 

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What intercooler should I get? Is this a good intercooler? What horsepower gains will I see with this intercooler? Is a universal intercooler right for me? We all see these questions on Internet message boards, and we even hear them in friendly discussions with fellow car folk. Instead of responding with a face palm, we need your help to educate the masses on how an intercooler works. Knowing what makes a great intercooler great is powerful knowledge that can help you select the best cooler for your project.

The goal of this article is to explain intercooler systems, designs, features, and testing procedures, so that you can more easily select the intercooler that meets your needs. Don’t be that guy with a massive front-mount intercooler on a completely bone-stock vehicle complaining about boost lag. Check out the guide below to educate yourself, your friends, relatives, maybe even that guy at work claiming his three-fifty will blow the doors off your measly 4-banger. With our help here at Mishimoto we will make sure when you are looking to buy a Focus ST intercooler , that you actually find the right model intercooler to make your car better. 

This article includes information from basic intercooler function to advanced discussion about core design and heat transfer. Feel free to utilize the table of contents below to skip around to sections that interest you.

Table Of Contents

1. Intercooler Function (CAC Basics) A. Turbocharger B. Piping and Boots C. Intercooler

2. Intercooler Types A. Liquid-to-Air B. Air-to-Air C. Which Should I Build?

3. Where's The Cooler? A. Top-Mount (TMIC) B. Side-Mount (SMIC) C. Front-Mount (FMIC)

4. End-Tank Construction A. Plastic B. Stamped C. Cut-and-Weld Aluminum D. Cast Aluminum

5. Core Construction A. Tube-and-Fin vs. Bar-and-Plate B. Fin Styles C. Fin Density D. Optimal Airflow (Core Placement)

6. Inlet and Outlet Sizing A. Staggered Inlet/Outlet Sizing

7. Core Volume and Surface Area A. Intercooler Sizing Example

8. Surface Finish A. Powder-Coated B. Painted C. Anodized D. Durability E. Heat Transfer

9. Maintenance

11. Testing A. Intake Temperatures and Efficiency B. Pressure Drop C. Power Output

12. Conclusion

1. intercooler function (cac basics).

We’re going to start this article with some basic knowledge needed to fully understand how a charge air cooler (CAC) system functions to improve the power of your vehicle. Let’s begin with a fun pop quiz. What were the first turbocharged production vehicles? Stop opening a new tab to google this … Unless you include commercial vehicles developed by the Swiss, the answer is GM’s 1962 Oldsmobile Jetfire and Chevrolet Corvair.

The point behind this question is that turbocharging technology has been around for quite some time, but the technology did not come into its own in production vehicles until the 1980s. We can thank the fuel crisis for the introduction and widespread use of turbochargers, whose purpose was to produce greater power without a significant impact on fuel economy. Such advances in automotive technology allowed manufacturers to turn lemons into lemonade, and they set the tone for several decades of successful turbocharger improvements and implementation.

Now, you can walk into just about any car dealership and spot a turbocharged model in seconds. So let’s look into how these systems function to improve power output while retaining fuel efficiency.

A. Turbocharger

Before jumping into the actual intercooler kits , we need to see why a turbocharger is even necessary. A turbocharger is an interesting piece of machinery. In a nutshell, the turbo recycles the engine’s exhaust gases by compressing intake air before entering the engine. When this compressed air is forced into the cylinders to mix with the fuel, more power can be made. For readers who are visual learners, reference the image below.

So as you see in this image (starting at the upper right), ambient air enters the turbocharger from the intake system, is compressed, and exits the housing heading toward the hot-side intercooler pipe.

Once through the intercooler, the now cold air passes through the cold-side intercooler pipe and into the throttle body (or intake manifold in vehicles without a throttle body).

Let’s discuss the internal portions of a turbocharger. An impeller is spun by the exhaust gases that enter the rear portion (exhaust housing) of the turbocharger. This impeller is connected to a shaft that runs the full length of the turbo to the compressor side. As the compressor spins, air is compressed, and the intake air enters the engine. Although it seems complex, the functionality is pretty basic: Compressed intake air pressurizes the intake system, resulting in a positive manifold pressure for producing more power.

If you prefer to keep things truly simple, this definition from the BBC’s Jeremy Clarkson is always a good bet: “Exhaust gases go into the turbocharger and spin it, witchcraft happens, and you go faster.”

B. Piping and Boots

Something needs to route air from your turbocharger to the other key components of the system. This is where intercooler piping and boots (couplers) come into play. Factory piping is typically constructed from steel or plastic, while aftermarket setups are usually made of aluminum. Either way, the piping will curve around the engine bay, going from the turbocharger, to the intercooler, then to the engine intake manifold. Couplers provide a connection point between these components while providing flex and serviceability of the individual pieces. We put together another article about piping and boot systems and how to put together a reliable system. For more information on that, check out the link below.

http://www.mishimoto.com/engineering/2014/11/boots-blowouts-and-boost-tubes-how-to-build-a-reliable-cac-piping-system

C. Intercooler

The almighty intercooler is a heat exchanger that transfers heat from one fluid to another. (Note: Engineers consider gases as “fluids,” because all principles and equations used to predict gases and fluids are identical.) In this case, hot air is entering the internal portion of the intercooler from the turbocharger. Although temperatures will vary based on the engine and turbocharger specs, we typically see inlet temperatures in the range of 225°F–275°F (107°C–135°C). As air passes through the external fins of the cooler, heat is transferred, resulting in a reduced temperature for air exiting the intercooler

So why would we want a colder temperature? As we all know, a combustion engine relies on a combination of air and fuel, ignited to produce our favorite tire-spinning activity. One key to producing optimal power is air density. The cooler the air, the more dense it is. Higher density will result in more oxygen content within the mixture, which allows for more fuel and a more efficient explosion that results in greater power. The goal for any vehicle is to reduce intake temperatures as close to ambient as possible. To do so on a turbocharged vehicle, a heat exchanger is absolutely needed.

Additionally, engine detonation (“knocking”) is far more common with high intake temperatures. Detonation occurs when a combustion process spontaneously takes place after normal combustion caused by the spark plug. This causes an instantaneous pressure spike within the combustion chamber. By reducing intake temperatures and improving combustion, we can reduce the chance of ignition detonation.

Detonation can be quite ugly and can result in overheating and severe engine damage. You want to avoid it like the plague. As long as you have a solid ECU tune and low intake temperatures, detonation should not be a concern.

So begins the journey to find the perfect intercooler for your street car, tire-shredding drag car, twin-turbo track rat, lemon budget build, AWD rally animal, twin-engine hill-climb monstrosity, or any other build or project you might have in the works.

2. Intercooler Types

There are basically two types of intercoolers: liquid-to-air and air-to-air. The decision between the two coolers is usually a matter of efficiency, power output, and vehicle use.

A. Liquid-to-Air

Just as the name implies, the liquid-to-air cooler uses engine coolant (typically on a secondary engine coolant circuit) to transfer heat from the air passing through it. The coolant and air are in different passages and do not make direct contact. This particular heat exchanger is extremely efficient and is actually finding its way into the engine bays of numerous OEM vehicles, including the 6.7L Powerstroke, the CLA45 AMG, and the BMW S55B30. I imagine this will be commonplace in the near future because of the improvements to its efficiency and component packaging.

In a liquid-to-air cooler, coolant is pumped through the channels and tubes that are attached to the fins in the heat exchanger. Air from the turbocharger flows through the fins, which allow for the transfer of heat between the air and coolant. A system such as this typically uses a low-temperature thermostat to regulate fluid temperatures.

Liquid-to-air systems are typically used for very high-powered vehicles that produce a great deal of heat. This system is more complex than a typical air-to-air intercooler, because it requires coolant lines, fittings, a coolant pump, and possibly an additional radiator, and it occupies a reasonably-sized footprint for the actual exchanger. Adding this type of complexity to the system is truly only worth the hassle for vehicles requiring substantial heat exchange. For most vehicles, a more typical air-to-air cooler is efficient enough for street and track use.

B. Air-to-Air

When someone speaks of an intercooler, the air-to-air more commonly comes to mind. This cooler will normally be visible from the exterior of the vehicle, such as when mounted within the front bumper. The reason for this is airflow. This cooler relies on airflow through the core for it to have an impact on CAC temperatures.

Referencing the image above, you can see the internal channels for airflow. This particular core is a bar-and-plate unit, which is discussed later on in this article in our Core Construction section. Air will pass through the channels of this cooler created by the bars and plates. On the outside of the cooler, finned rows are located between each bar. As air passes through these fins, heat is exchanged with the internal air, thus reducing temperatures.

An air-to-air system is very efficient; however, it does rely on airflow (from vehicle speed) to generate the needed cooling. At idle, these coolers can be prone to heat-soak when there is insufficient airflow. Although this is rarely an issue for front-mount setups, an air-to-air unit contained within an engine bay can certainly overheat at idle when engine bay temperatures begin to affect the cooler.

In general, this type of cooler is far more popular within the automotive world and offers the best monetary value in terms of cooling performance. For these reasons, the majority of this article will focus on air-to-air units and their features.

C. Which Should I Build?

Check out the pro/con chart below highlighting the benefits and downfalls of each system. This should help you weigh the options to go down the right route for your build.

The primary drawback from purchasing a liquid setup is cost, which can be as much as two to three times the cost of an air-to-air setup, depending on the components used. As noted above, most users will be able to extract the needed cooling performance from an air-to-air setup.

3. Where's The Cooler?

Several acronyms used in intercooler discussions might confuse those not acquainted with automotive jargon. They reference the location of the intercooler and are explained below.

A. Top-Mount (TMIC)

The top-mount intercooler (TMIC) is fairly commonly used for stock heat exchangers. Two of the more popular vehicles equipped with such a system are the Subaru WRX and STI.

The name indicates the location of the cooler, which is on top of the engine. This type of cooler is supplied airflow via a hood scoop or some form of ducting from the front grille.

Placing the cooler in the engine bay has a few key benefits. First, this cooler is in a safe location to avoid any road debris from damaging it. Imagine you are slinging your turbocharged behemoth down a rally stage, and an errant rock decides to lodge itself in your bumper-mounted cooler. Not good. An additional benefit would be in terms of boost lag. Because the intercooler is so close to both the turbocharger and intake systems, piping will be extremely short, which allows for a shorter airflow route and less boost lag.

As with any setup, there are certainly a few downsides to a TMIC system. Heat-soak is going to be the primary problem. Since the intercooler is located within the engine bay, it will certainly be susceptible to the heat generated by your engine and exhaust system. Intake temperatures tend to rise with a TMIC at idle, which can negatively affect power output if the cooler gets too hot. Upgrading from the factory cooler to a larger bar-and-plate unit will certainly help reduce the risk of heat-soak, but the only way to eliminate it would be to select a different location for the cooler.

B. Side-Mount (SMIC)

A side-mount intercooler (SMIC) is fairly uncommon these days, but at one point it was factory equipped on a few vehicles, including the 90s DSMs, the Nissan Silvia, and a variety of VAG vehicles. This cooler could be considered a bit of a compromise between the other two choices and is typically only a factory-equipped setup. In this system, the cooler is placed toward the front of the vehicle on one of the side inlets of the bumper. Instead of blocking airflow through the center portion of the bumper, the SMIC pulls air from the side of the bumper.

Due to space constraints, the size of this cooler is normally pretty limited, which would influence power support. Also, piping needs to be longer to route air outside the engine bay and back in. For mild builds, an upgraded SMIC will work. For anything pushing decent power, most people will prefer a more beneficial FMIC upgrade.

C. Front-Mount (FMIC)

A front-mount intercooler (FMIC) is not only a modification for lower intake temperatures, but it also provides some aesthetic presence. A large, bumper-mounted intercooler is an easy way to identify a fellow car guy. There are several debates regarding the use of an FMIC vs. a TMIC in terms of boost lag and actual power benefits. While a front-mount system will typically produce the lowest intake temperatures of all options, it will also incur the most boost lag. This shortcoming needs to be considered, depending on your vehicle’s power as well as your intended driving plans, but for optimal heat transfer, this is the system you want.

The intercooler in this system sits in the front bumper opening where it can achieve optimal airflow through the core. This cooler will impede airflow to the radiator behind it, which then causes a restriction in airflow through that heat exchanger. This setup could adversely affect coolant temperatures. It is not usually a big issue but is certainly something to keep in mind.

To summarize, your choice of intercooler setup will be dictated by your vehicle and goals. For optimal heat transfer, an FMIC is the way to go. For reduced boost lag and increased power support for mild modifications, a TMIC may be best for you.

For assistance in selecting an appropriate intercooler type for your vehicle, the best bet is to hit some enthusiasts’ forums and see what the collective groups recommend. Of course, we’re always here to help.

4. Let's Talk End Tanks

Although end tanks may seem a bit insignificant compared to the core of your intercooler, you would be surprised at the number of failures caused by poor end-tank design. Selecting the right type of end tank can help shape the long-term reliability of your heat exchanger and can also play a big role in actual airflow through the core. If your tank design is not efficient at moving the airflow your vehicle generates, you will not be able to take full advantage of that awesome core you selected!

To be blunt, plastic is not what you want on a performance intercooler. Plastic end tanks are great for stock vehicles, as failures are pretty minimal … until the vehicle is modified and/or boost levels are increased. These failures are quite common with diesel trucks. A plastic end tank at a mass-produced level is far cheaper and lighter than aluminum options. Automotive manufacturers are seeking both low cost and reduced weight for just about all components on their vehicles; this likely explains why nearly all modern stock and factory vehicles are equipped with plastic tanks.

As you can imagine, plastic will begin to weaken over time as the constant variations of temperature and pressure affect its integrity and lead to eventual failure. This normally occurs in the form of a cracked or shattered end tank during a high-boost pull. When we tested this theory to check the actual pressure capacity of a plastic end-tank equipped intercooler, the result was a nice explosion. Check it out!

Along with complete failure, crimp connections can also spread with constant high boost, and will eventually cause a leak within your system. Within the crimp connection is a rubber gasket, which provides a seal between the aluminum core and the end tank. The crimps fold over on the tank to hold the two components firmly together.

Leaking connections, if small, can go undetected and result in additional wear on your turbocharger and engine. If you have an intercooler with plastic tanks, it may be wise to examine it the next time you perform vehicle maintenance. Leaking areas can usually be identified by oil seepage.

Another benefit of using plastic as a material for end-tank construction is that it is easily shaped and can be designed to provide really efficient flow. Aside from this, stick with an aluminum end tank for a performance-oriented build.

Stamped aluminum end tanks are a bit of a hybrid and incorporate a lower cost (for large manufacturing runs) with the added durability of a one-piece design. These tanks can be found on older turbocharged vehicles, such as the second-generation Cummins and Mitsubishi Evolution, and are typically welded to the actual core.

Intercoolers with stamped end tanks can easily handle high boost pressures; however they are normally paired to a standard tube-and-fin core. Stamped tanks are durable and flow reasonably well, and they are far stronger than their plastic counterparts that eventually replaced them. However, they are not a typical choice (over plastic) for OEM components.

C. Cut-and-Weld Aluminum

To our eyes, a cut-and-weld intercooler tank is shadowed only by a cast-aluminum tank. You could consider the cut-and-weld as a second-best option for your vehicle. By using aluminum and welding this to the core, you eliminate the failure points associated with plastic end tanks. That said, these tanks are typically made from numerous pieces of aluminum, which allows for several potential failure points. Precision welding, proper testing, and efficient quality control processes are necessary to avoid defects with such a design. Typically, a well manufactured piece will provide fantastic durability and should withstand just about any level of boost you throw at it.

As always, there is a downside to this particular style. Being that this tank is constructed from numerous pieces of flat aluminum, it does not allow for much in terms of designing the internal surface. This means that smoothing the airflow is either quite a challenge, or not possible at all.

For most builds, a cut-and-weld tank will certainly do. But why settle for second best?

D. Cast-Aluminum

I certainly don’t want to push you into making a decision, but this is the end tank you want for a build requiring nothing but the best. Combining the best points in reliability and flow, a cast-aluminum end tank is at the top of our list. It has a one-piece aluminum design that is TIG welded to the core of the cooler. Check out a few castings from our 2008–2014 STI intercooler.

This design eliminates failure points from crimp connections, poor welds on a cut-and-weld unit, or blown-out plastic tanks. Thickness of an end tank can vary depending on the pressure requirements; we typically design our tanks with a 4mm wall thickness. This means that you can run any automotive/diesel boost pressure without concern of destroying the tank. If you can manage to do so, however, please send us pictures!

Along with a more robust construction, this tank design allows product engineers to optimize flow. For instance, Mishimoto engineers use CFD software to ensure the tank provides flow to the entire length of the core, dispersing the air to utilize the entire core. This is especially important for intercoolers that are very tall. On top of this, we can even cast air diverters into the internal portion of the tank to push airflow to portions of the core where it would not otherwise reach.

All this innovation results in greater heat transfer. Even if the impact is only the drop of a few degrees in intake temperatures, we find value in spending the time to create a cooler that we know is our best work.

In-short, a cast aluminum end tank is going to be the ideal choice from both an engineering standpoint as well as from a consumer decision-making point.

5. Core Construction (Or, the Value of a Good Core)

Selecting a solid, efficient core is the primary concern when choosing an intercooler for your vehicle. One cooler is not the absolute best for every vehicle. Airflow, boost pressure, and engine displacement will all play a role in how an intercooler has an impact on the performance of your vehicle.

A. Tube-and-Fin vs. Bar-and-Plate

One of the big online discussions regarding intercooler cores is the tube-and-fin vs. bar-and-plate debate. Which do you want? Why is one better than the other? All valid questions here.

Tube-and-fin cores are used on stock intercoolers and are not commonly used for aftermarket units. These coolers are far lighter than the alternative, and are also less expensive to manufacture. (We keep touching on this because it is important to keep in mind when considering why certain components are used by OE manufacturers). The number one reason why tube-and-fin cores are ditched on aftermarket coolers is heat dissipation. Ever heard of heat-soak?

Heat-soak can occur when an intercooler experiences either very warm ambient temperatures, such as a hot engine bay, or repeated pulls that cause the cooler to become overheated. This can then result in power output losses as the ECU adjusts (pulls timing) for the high intake temperatures. Heat-soak is certainly a bad thing. A bar-and-plate intercooler can typically tolerate far more abuse with repeated heating without becoming inefficient. This is especially helpful for vehicles seeing track duty that will be in boost for the better part of longer-duration track lapping. I am talking to you road course guys.

On top of this, a bar-and-plate core is more efficient in transferring heat in general. The design of the bar-and-plate allows for a significantly thinner material containing the airflow, which aids in producing greater heat transfer.

If you are performance driven and not too concerned about adding a few pounds to your vehicle, this is the core style for you. Check out the basic comparison chart below.

For a high percentage of folks paying close attention to intercooler choice, a bar-and-plate design is the go-to and will provide far superior performance in nearly all applications.

B. Fin Styles

Why are these things so complex? I just want an intercooler. Yes, we are getting quite in-depth here, but keep in mind that every single feature of your intercooler is important. We wouldn’t make these recommendations if they weren’t valid. Fins, both internal and external, are available in a few different styles depending on the goals of the cooler itself. For automotive intercoolers, you will typically see either a plain straight fin or an offset-style fin. These are best explained by images.

As you can see, the offset style fin appears to provide far more surface area for air contact. This arrangement will force air to split numerous times on its path through the core, which amplifies the amount of heat exchange that can occur. Along with improving heat transfer, this will also result in greater pressure loss, which is something that you will need to consider. In general, Mishimoto intercoolers utilize an offset fin to enhance the exchange of heat as much as possible.

 C. Fin Density

When it comes to intercooler design, fins are a make-or-break component that can make the difference between an efficient cooler and one that belongs in the garbage. As we’ve noted numerous times, more fins equals greater heat exchange; however, this is at the expense of airflow and restriction. Weighing these can be a challenge, but that’s why we have testing and an engineering team.

In general, identifying a dense core is rather simple.

To improve density we can modify both the height and pitch of the fins to create differences in overall fin surface area. We normally create a few prototypes with different variations to put our theories to the test on actual dyno runs.

Fins per inch (FPI) can vary significantly both internally and externally. Both need to be evaluated based on airflow hitting the external surface of the core, as well as airflow moving through the cooler from the turbocharger. Our engineering team uses a variety of equations to come to determine which prototypes will be used for testing. We can then use our data to improve our process for future product development, allowing us to achieve the most accurate results possible.

In general, Mishimoto intercoolers utilize an offset-style internal fin and a louvered straight fin for the external airflow. This configuration provides turbulence within the cooler for improved heat transfer, and allows for ambient airflow to pass easily through the external fins of the core. Fin pitch and height are typically similar for internal and external fins; the primary difference is the style of fin.

D. Optimal Airflow (Core Placement)

This should go without saying, but one important factor for cooler performance is airflow (air-to-air, specifically). If you hide your intercooler behind a bumper or another heat exchanger, do keep in mind that this will impede flow and have an impact on cooling efficiency. If you place the cooler in a location receiving direct airflow, it will allow you to take full advantage of that awesome cooler you picked out for your build! Just another thing to keep in mind when sizing your core.

6. Let It Breathe! Inlet and Outlet Sizing!

Intercooler inlet and outlet sizing may not seem extremely important; but it is certainly something to consider when planning your system. For one, you will want to match your piping to these inlet and outlet sizes to ensure smooth airflow. Otherwise, you will require transition couplers, which is not the end of the world but should be avoided if possible. Airflow volume and horsepower output are two key specs that you can use to determine the size of your cooler inlet and outlet. Piping too large will require greater flow to produce boost, causing lag. Piping too small will restrict flow and limit power output. Typically you would want to run the smallest piping possible without causing restrictions. The chart below shows maximum horsepower and CFM for each particular piping size.

As you can see, smaller piping is actually quite capable of supporting reasonable power numbers. 3.0” piping will provide the necessary flow for up to 840 hp, which is going to handle a majority of vehicle setups. If you are running piping larger than this, it might be a good idea to take a look at the chart above to consider redesigning your system for greater efficiency and reduced lag.

A. Staggered Inlet and Outlet Sizing

Some folks decide to run larger piping and/or connection points on the cold-side of the system. This increase in size helps the system maintain flow after the pressure loss created by the intercooler core. The impact of this will depend on the amount of power and flow your engine is producing, but it does indeed produce positive results. We use a similar piping diameter setup on our 2001–2014 Subaru front-mount intercooler kits, which features 2.25” hot-side piping and 2.75” cold-side piping.

For a budget build or a low-boost setup where pressure drop is not a concern, I would not worry about staggering the tubing size. However, if you want the most efficient system for your vehicle and expect a decent amount of pressure drop from a large cooler, then incorporating larger cold-side piping is a wise move.

7. Bigger is Not Always Better (When Lag Strikes Back)

Another important size-related component to consider is the core surface area of the intercooler you have selected. Similar to the issue of inlet size, you want an intercooler properly sized to provide efficient cooling without having an impact on boost lag. The larger the core volume, the more air is required to fill the cooler. As with the piping size, we can equate this to a chart that can help you choose the correct size intercooler for your project.

8. Surface Finish

Surface finish is a bit debatable within the realm of heat exchangers. While some folks may prefer a raw aluminum finish, most will appreciate a paint or coating that protects the surface and provides a more aesthetically pleasing appearance.

So, two questions immediately come to mind. What finish will be the most durable? What finish will provide the best performance in terms of heat transfer?

For aluminum coolers, there are three common coatings.

• Powder-Coated

We will discuss these coatings individually below.

A. Powder-Coated

Powder coating is our typical go-to finish for all the intercoolers we currently offer. Not only does it look great, but it also provides a very durable finish that is resistant to damage from road debris (which can be quite common on vehicles with an FMIC). Powder coating uses an electric charge, sprayable paint in the form of a dry material, and an oven to bake the paint into the surface. As with any form of painting, surface preparation is key to a smooth, even, and strong coat. Once prepared, the paint is electrostatically charged and is applied to the cooler.

Following the coating, the paint is baked in an oven so that the particles melt and coalesce to attach to the surface. This finish seems to be pretty popular for nearly all automotive components including chassis parts, external engine components, and suspension bits. We have had great success in powder coating our intercoolers, and we find it to be a great process that provides fantastic durability and a great looking finish.

Wet painting an intercooler is also another option for a reasonably durable finish. Although it will not provide the resilience of the other finish types, painting will do the job (if correctly applied) and is rather inexpensive.

It is also a less intensive process and does not require an electrical charge or a high-temperature oven for curing. Painting the cooler requires light coats to ensure that the external fins do not become clogged. This would have an impact on airflow through the core and could reduce heat transfer. As with powder coating, surface preparation and cleanliness are key in creating a nicely painted, finished product.

C. Anodized

Anodizing is a pretty slick process that is typically reserved for nonferrous metals such as aluminum and titanium. Although there are a few different processes for anodizing, the general routine includes pretreatment and cleaning in an alkaline detergent, an acid bath to remove alloys on the surface, the electrical anodizing process, a coloring process, and then a sealing process within a chemical bath to seal the pore openings within the coating. This is the most involved process and is typically more expensive, especially for small batches of components. For a heat exchanger such as an intercooler, great attention must be given to the acidic process to ensure that the thin fins within the core are not damaged or eroded. An example would be our anodized oil sandwich plates and in-line thermostat, which are both utilized in our direct-fit oil cooler solutions.

One of the downsides of anodization would be the properties related to color fading. Anodized surfaces can fade and oxidize from exposure to UV rays. Depending on the quality of the sealer, this can occur from one to five years of UV exposure.

D. Durability

The primary reason for coating an intercooler is to provide a durable surface that will be resistant to damage. All the finishes above will provide some form of protection. A painted surface is far more likely to peel or scratch compared to the other two options. We select powder coating because it provides a thicker surface covering that is less likely to scratch. Anodized finishes will scratch, but the tint is integrated into the underlying aluminum, thus providing a very resistant finish. Picking between a powder coat and anodized finish can be a challenge. Both finishes offer great protection and should remain intact on the intercooler.

E. Heat Transfer

This is one of those arguments that has been around for quite some time. In general, any intercooler coating will have a minimal impact on actual cooling efficiency. Additionally, the color of the coating will not cause an appreciable difference in heat transfer. An intercooler cools by convection, and the insulating layer of protection will not provide a noticeable difference in performance. We actually conducted a test on both a raw and painted intercooler to evaluate any differences in temperature or power output. Our results indicated that both were essentially identical!

We opt to powder coat our intercoolers for improved aesthetics and resistance to corrosion.

Feel free to select whichever you prefer in terms of aesthetics and cost.

Intercooler maintenance should be relatively minimal in most cases, especially for an air-to-air cooler. Recommended maintenance processes are noted below.

As you can see, these maintenance items are not frequent or time consuming. By following this guide you can retain the efficiency of your system and reduce the chance of vehicle downtime. Intervals are based on normal driving conditions; extreme conditions may require more frequent inspections.

We cover additional details regarding internal cleaning of the piping and charge-air cooler in our intercooler boot-oriented article linked below.

https://www.mishimoto.com/engineering/2014/11/boots-blowouts-and-boost-tubes-how-to-build-a-reliable-cac-piping-system

Although the maintenance for a liquid-to-air system is more intensive, do keep in mind that both systems are fairly hassle-free, implying that quality components are used and the system is properly designed and installed. In general though, a charge-air-cooler system should not require substantial maintenance or upkeep.

Leaks within the CAC system are usually located within the piping or boost tubes. That said, road damage can certainly cause the core of a cooler to leak boost. Another potential leak point result from placing too much boost within a cooler not designed to do so. We discussed earlier that plastic end tanks can crack or explode when a massive amount of pressure is introduced. This type of failure is usually substantial and results in a nonrunning vehicle. Small leaks are also detrimental to your system and engine in general.

Damaged fins can cause reduced efficiency, as the bends may restrict airflow. It is possible to straighten slightly bent fins either with a tweezer, a plastic fork, or specifically designed fin straightener tools.

A small leak may go undetected, but your ECU will still demand that boost pressures meet the requested amount. To do so, your turbocharger will be working harder to account for leaking pressure. This can cause additional wear and heat, which can reduce the lifespan of your turbocharger and cause potential engine damage. If a small leak is detected, it is highly recommended that you address the issue as quickly as possible. Repairing core damage is usually not possible and requires replacement of the cooler. Do not let a leak interfere with the efficiency of your intercooler system.

11. Testing

Throwing an intercooler on your vehicle is quick and typically a pretty easy upgrade. But how do you know you are getting the most from the cooler you purchased? Proper testing is key, whether it be from your personal data logs or from efficiency data from the manufacturer. Regardless of who conducts the tests, you want to ensure that the intercooler is up to the task of managing the temperatures produced by your righteous build!

Here at Mishimoto, we perform extensive testing for each new intercooler developed to ensure that we are producing appropriate intake temperatures and minimal pressure drop. On top of that, we also like to see what kind of power output increases we can manage with the cooler temperatures. Check out details on our testing processes discussed below.

A. Intake Temperatures & Efficiency

We’ve harped on it and you are sick of hearing it I’m sure, but intake temperature reduction is the primary goal for any intercooler upgrade. Evaluating this is reasonably simple for a facility equipped with the appropriate testing provisions. A temperature sensor is installed in both the hot-side and cold-side of the intercooler to evaluate the change in temperature occurring within the cooler itself.

For direct-fit intercooler upgrades, we typically perform an identical test with both the stock and prototype coolers to check for differences in outlet temperatures. On average, we are able to drop temperatures in our coolers by 10%–40% compared to stock intercoolers. The goal with this test is to reduce temperatures as close to ambient (outside temperature) as possible. Once the testing is complete, we can produce a chart depicting the difference in temperature over time or rpm. Check out the plot below from our recent testing of our 2015 WRX equipped with a TMIC.

B. Pressure Drop

Pressure drop is yet another necessary consideration during both development and testing. Similar to the temperature data collection, we install pressure sensors on the inlet and outlet of the cooler in order to gauge the loss from one side to the other. Pressure loss in some form is going to occur, but keeping it to a minimum is the goal. With a dense core packed with cooling fins, airflow will be disturbed in some manner, which results in the loss of pressure we see in our results. The goal at Mishimoto is to reduce pressure loss as much as possible compared to the stock cooler, while still producing temperature drops.

C. Power Output

Power output is a bit of a strange statistic for an intercooler upgrade. Most people would consider the intercooler component as a supporting modification to reduce temperatures created by larger turbochargers, create more boost, and allow for more aggressive tuning. Power gains can certainly occur on a stock tune due to the reduced intake temperatures and adjustment from the ECU. So, from time to time we will see power gains when bolting our cooler onto a vehicle utilizing a stock tune.

Most power gains will be achieved through a vehicle-specific tune that allows the user to take full advantage of the lower intake temperatures. Gains will vary based on many vehicle and engine factors.

We’ve provided quite a lot of information here, which may not be easy to digest in one go. Please refer to this guide as much as needed to help provide direction for your intercooler selection. Following the basic guidelines noted below and covered above should ensure that you end up with a cooler that elevates the performance of your boosted V8, inline 6, flat four, or 5 cylinder (for you wacky Germans and Swedes).

When choosing an intercooler:

• Pick the correct style cooler for your needs (liquid-to-air or air-to-air).
• Place the cooler in a location with ample airflow (air-to-air).
• Be sure that the end tanks flow properly and will handle your intended boost levels.
• Select an efficient core.
• Be sure that piping and inlet/outlet diameters will produce efficient airflow.
• Select a core of appropriate size.
• Look for product testing data provided by the manufacturer.
• Be sure the finish is properly protected.
• Stay on top of CAC system maintenance for optimal performance.

Good luck and feel free to contact our team for further advice on picking a cooler for your build. Be sure you read this first though, as there will be a quiz!

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Turbo tech 101 – what is an intercooler and how does it work?

At AET, we’re serious about turbo tech, but we understand that not everyone is quite so passionate about turbocharger components!

Whilst there’s nothing wrong with not knowing your wastegate from your turbine, a little knowledge about components and what they do can be really helpful! Whether you’re looking to improve the performance or power of your engine, or just want to ensure you don’t have the wool pulled over your eyes by an unscrupulous mechanic when things go wrong, getting clued up is the way to go.

In this post, we’re looking at the intercooler, examining what it is, what it does and how it works, as well as providing some additional information about the different types of intercooler available.

What is an intercooler?

An intercooler is a mechanical device used to cool the intake air on engines fitted with a forced induction (either a turbocharger or a supercharger) system.

What does an intercooler do?

The intercooler’s job is to cool down the air after it has been compressed by the turbo or supercharger, but before it enters the engine.

How does an intercooler work?

Turbochargers work by compressing air, increasing its density before it reaches the cylinders of the engine. By squeezing more air into each cylinder, the engine is able to burn proportionally more fuel, creating more power with each explosion (see Turbocharging – a beginners FAQ for more details).

This compressing process generates a lot of heat, and increases the temperature of the air entering the engine. Unfortunately, as air gets hotter, it also becomes less dense, reducing the amount of oxygen available in each cylinder and impacting on performance!

The intercooler works to counteract this process, cooling the compressed air to provide the engine with more oxygen, and improving the combustion in each cylinder. In addition, by regulating the temperature of the air, it also increases the reliability of the engine, by ensuring the air to fuel ratio in each cylinder is maintained at a safe level.

Different types of intercooler

There are two main types of intercooler, which work in different ways:

The first variant is the air-to-air intercooler, which works by passing the compressed air through a network of small tubes, past a series of cooling fins. The heat transfers from the hot compressed air into these cooling fins, which are in turn kept cool by the fast flow of air from outside the moving vehicle.

Once the cooled compressed air has passed through the intercooler, it is then fed to the intake manifold of the engine, and into the cylinders. The simplicity, light weight and low cost of air-to-air intercoolers makes them the most popular choice for the majority of turbocharged vehicles.

Air-to-water

As the name suggests, air-to-water intercoolers use water to lower the temperature of the compressed air. Cool water is pumped through the unit, extracting heat from the air as it passes through the unit. As this water heats up, it is then pumped through a radiator or cooling circuit, before re-entering the intercooler once cool.

Air-to-Water intercoolers tend to be smaller than air-to-air intercoolers, making them suitable for engines where space is at a premium, and because water conducts heat better than air, it is suitable for a more expansive range of temperatures.

However, the increased complexity, cost and weight associated with air-to-water intercoolers mean that they don’t tend to be found on vehicle engines.

Placement of intercoolers

Whilst in theory, air-to-air intercoolers can be located anywhere between the turbo and the engine, they are most effective where there is better airflow, and are usually placed at front of the vehicle, behind the grille.

In some vehicles, the engine layout prevents this, and the intercooler is placed on top of the engine – but airflow is typically less here, and the intercooler may be impacted by heat from the engine itself. In these cases, additional air ducts or scoops in the bonnet are usually added to improve airflow.

How AET can help?

At AET, our friendly teams are experts on everything turbo related, and if you’ve got a query, we’re always happy to help.

For assistance on any aspect of turbocharging, call us today on 01924 588 266 , or email [email protected] .

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RZR XPT, Turbo R & S, & Pro XP Turbo Big Core RZR Turbo Intercooler

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Rpm big core rzr turbo intercooler.

After a lot of designing, a lot of testing, and a lot of headaches from failed stock intercoolers, RPM has stepped up once again to provide a Big Core, high flowing, Billet aluminum intercooler for the RZR XP Turbo and XP Pro Turbo. Unlike others, each side of the RPM intercooler is completely sealed to the edges of the intake using our specific EPDM seal.  This intercooler, although is a direct drop in replacement, is 5% larger resulting in a massive 25% efficiency gain. These huge gains mean lower IAT's and more, safer power whether it's a stock machine or big turbo upgrade! It's no secret the factory intercooler is a failure prone piece that once failed causes catastrophic engine damage from coolant consumption and often hydro locking bending resulting in a bent rod. All these issues and worries are easily eliminated with the RPM Big Core intercooler. Along with being a drop in replacement this intercooler utilizes the factory hose so no need to cut or modify your hoses to make this work that others require. 

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Vibrations of fuel-element bundles in VVER fuel assemblies excited by turbulent coolant flow

• Published: 21 December 2012
• Volume 113 , pages 153–162, ( 2013 )

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• Yu. G. Dragunov 1 ,
• V. I. Solonin 1 ,
• V. V. Perevezentsev 1 &
• I. V. Petrov 2  

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Complex experimental studies of hydrodynamically excited vibrations of fuel-element bundles have been performed on full-scale models of VVER-440 fuel assemblies. Pressure pulsations were used as the main hydrodynamic characteristic of turbulent coolant flow according to the effect of its load on the fuel-element surfaces in the flow. Realizations of the random hydrodynamic loads causing vibrations of fuel elements are obtained on the basis of multi-point measurements of pressure pulsations along the perimeter of the outer row of the fuels elements in a bundle.

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The Effect of Spacer Grids on the Formation of Added Mass under the Bending Vibrations of a Fuel-Element Bundle in a Covered Fuel-Element Assembly of a VVER-440 Reactor

Transverse transport and heat transfer in smooth vver fuel-rod bundle with cellular spacer grid, calculation of the flow parameters in the fuel bundles of fa with spacers by means of the conv-3d code.

E. S. Saakov, S. I. Ryasnyi, and V. U. Khairetdinov, “Development of full-scale experiments for commissioning reactor facilities in nuclear power plants,” in: Ensuring the Safety of Nuclear Power Plants with VVER: Collection , Podolsk (2007), Vol. 2, pp. 17–23.

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Yu. G. Dragunov, V. I. Solonin & V. V. Perevezentsev

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Translated from Atomnaya Énergiya, Vol. 113, No. 3, pp. 127–134, September, 2012. Original article submitted March 20, 2012.

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Dragunov, Y.G., Solonin, V.I., Perevezentsev, V.V. et al. Vibrations of fuel-element bundles in VVER fuel assemblies excited by turbulent coolant flow. At Energy 113 , 153–162 (2013). https://doi.org/10.1007/s10512-012-9610-x

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Received : 20 March 2012

Published : 21 December 2012

Issue Date : January 2013

DOI : https://doi.org/10.1007/s10512-012-9610-x

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