There are two common types of air-to-air intercoolers; a Bar-Plate and a Tube-Fin design.

Bar-Plate: This type of core is made by layering structures of flat plates separated by rectangular spacers. While this design provides better heat transfer(cooling), the inherit disadvantage is more restrictive flow across the core compared to the Tube-Fin design.

Tube-Fin: This type of core is made by extending a series of tubes from one end plate to another. This design offers more efficient internal flow, hence less pressure drop across the core due to greater flow path area compared to a Bar-Plate intercooler of the same external size. The draw back of this design is less efficient heat transfer.

The factory Porsche intercoolers(for the 996 and 997 TTs) are Tube-Fin design. They are inexpensive to manufacture(as they are similar to an engine radiator)and provides only sufficient cooling and flow for the intended factory horsepower rating.



Our newest Blitzkrieg 127mm ICs use a very unique Hybrid design. The exterior offers the superior heat transfer characteristic of the Bar-Plate design, while the interior has the superior airflow feature of the Tube-Fin design(minimal pressure drop across the core). By integrating the positive attributes of both designs we have developed the ultimate air-to-air intercoolers for the twin turbo Porsche.



Another important benefit of our intercoolers is that we designed them to work with the factory ducting(requires a small amount of trimming the plastic duct work due to thicker cores) and retain the factory positive-locking couplers. Standard hose clamps work fine for our “low-pressure” single turbo systems, but in a higher boost application such as the factory twin turbo Porsche, we believe in the superior reliability of the factory positive-locking couplers.



We do supply some other companies with this core technology but this is a completely proprietary system and we feel it is the most advanced intercooler available on the market today.

More Photos of the install process...









Please feel free to ask if you have any questions regarding this product.

Attached is a dyno one of our german clients made of his factory gt2 w/just the intercoolers above his Capristo exhaust.

 

Pics?

 

There are pictures all over this thread.

 

Sorry, i had a prob with the connection and couldn't see them, they look very nice. Does it worth it changing my 4,5" ones to these?

Will i get any noticeable power?

 

No problem. The 4.5" are really great coolers... but these are the next level... you might see a 15-20 hp boost in power... not sure how much that is worth to you.

 

Not sure I follow Casey, the cores look like a standard Bell core on the outside, yet are a tube and fin on the inside?

Why stop at 5 when you can have 6?

 

We wanted to retain the factory ducting for the intercooler... Much easier with the 5 inch rather than going larger.

 

So the intercoolers make most power difference at ~4000rpm and little at ~6500rpm when the intake charge temp is much higher ?
How does that work ? You guys have to be kidding posting that little gem up FFS

 

So the intercoolers make most power difference at ~4000rpm and little at ~6500rpm when the intake charge is much higher ?
How does that work ?
Your new units may work, further testing will tell but you guys have to be kidding posting that little gem up FFS

 

The dyno I posted was a non-biased bit from a client. I had nothing to do with the process and it didnt even happen in the united states. It is simply proof that they work and remarkably, produced power on a stock(other than exhaust) car. Keep in mind this is a stock car running stock boost levels. As air pressure increases so does horsepower.

 

As you probably know, intercoolers do not make power. They lower IATs to prevent the Motronic from pulling back boost, retarding timing, etc. Would it be unexpected to see a greater HP "increase" at midrange when IAT's are still relatively low. Similarly, as you climb the RPM range, IATs will climb and you should expect to see some retarding of boost/timing as temperatures increase..."hence less HP being made." This seems like an expected result.

To answer the question of how efficient these ICs are, you would need to datalog a run with measurements of boost, IATs, ambient temperature, RPM and speed. In ideal conditions and realistic ambient temperatures, you would expect the IAT's to climb up as RPMs climb under WOT 3, 4, 5th gears during a high speed run. If the temperatures start to exceed 50-55C, you would expect Motronic to start retarding boost/timing.

The characteristics of the "perfect" intercooler would be fast heat dispersion, with minimal pressure drop across the IC, combined with features that limit maximum IATs across the entire spectrum of RPM loads. The drop off in power "gain" you see may simply be the result of testing conditions in which the ECU pulled back at the top end, or inefficiencies of the IC (not being critical Casey, just theorizing.) We have no idea about the dyno setup, ambient temps, fan positions, etc. Again, "on the road" datalogging would help in answering this.

 

I will do the testing with driving the car soon and then I will post the temps so we will see. also the car is still with stock ECU so I dont think you will see all HP already

 

Er..... if the test works then as the rpm climbs and "IATs climb" the new intercooler should carry on maintaining the cooling delta (which it apparently achieved at ~4000rpm giving more power) keeping the IATs lower than a stock one would and preventing retarding of timing/boost pull so more power at the top compared to stock !

To the guy selling these: You posted the graph, why ?

To the owner: Look forward to some road testing, I am sure they will be excellent for Autobahn blasting

 

The graph was posted because it is real world data. If you look at the graph with the benefit of the exhaust you can see it has the same result so the issue is in the tuning.

 

Why would you expect this? We have no idea what the conditions were when the testing was done. A IC can get heat soaked before 6500RPM. If the IAT's exceed 50-55C prior to 6500 RPM, Motronics will start pulling back timing and boost.