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Cooling/Intercoolers

Coming Soon

2007-2014 GT500

The biggest, baddest, best cooling components for the GT500 ever devised!

We’ve learned a lot about air to water (A2W) intercooler (IC) systems over the past 8 years. We have done extensive testing (we think more than anyone else) looking for a solution to the all too common problem of intake air temperatures (IAT) being too high. High IAT’s mean less power, a lot less power. And who wants that?! You paid a lot of money for that power to not have it all the time.

Intercooler Upgrade Kit

The OEM GT500 IC not too shabby compared to other stuff out there. But it is simply not up to the task of controlling the IAT’s generated by today’s HP (more specifically boost) levels. Some have tried to improve on the GT500 IC design and despite big talk, have failed. They failed because they’ve neglected the biggest shortcoming in the IC’s design, its inability to flow enough water. Despite common thinking the IC itself does not cool the IAT’s. The IC is simply a conduit for the heat to be transferred to the water running through it. The water is the only thing actually removing heat from the intake manifold. And if you don’t have more water, you don’t have more cooling. Of course it is not quite as simple as that across the board, but it’s close.

We approached the IC as a “clean sheet” design. Not an “improved stock” version like everyone else is doing. In doing so we were able to increase the ability for the IC to move water considerably. Not only are we using a bigger IC core we are using a replacement for the water distribution block on the front of the intake manifold. This allows us to move a LOT more water in/out of the IC than the stock water distribution block will ever be able to. The stock piece has .55” internal passages, which are very, very small. Our replacement distribution block has 1.25” passages. The result is that our IC has a cooling capacity on average 235% better (across all pumps tested) than the next closest competitor. When combined with our best pump and IC system components you will see 530% more water flow than stock. YES, you read that right, 530%!!! Or FIVE TIMES BETTER!

This is not just a replacement IC like the competition offers. This is a complete system to support better IC performance.

We did not make a small jump in performance, we made a massive jump in performance. So massive that no one will be able to make anything that performs more than a couple of percent better, ever. We maxed out what is there to be had. The only way to get more performance is to go full “race car” by removing accessories and cutting up the manifold…..a lot. Bottom line is that it doesn’t get any better this. And “this” is light years ahead of second place.

Heat Exchanger

There is one universal truth when it comes to heat exchangers (HE). They can’t be too big. Every time we have added HE size to something we have seen improvement. And we have gone bigger than anyone. We used all the available space, if we had more room, we would go even bigger. Our new HE is as big as you can possibly fit in the car without major surgery. And that is pretty much that. Yes there are factors like fin density, single/dual/triple pass, etc. But at the end of the day it comes down to size, bigger is better. And ours is bigger. How much bigger? Currently the big popular “go to” HE has a 256 sq in frontal area and a 320 cu in core volume. Our new HE has a 360 sq in frontal area and a 540 cu in core volume! That is 40% more frontal area and 70% more core volume!!! It’s not a little bit more HE, it’s a LOT more HE.

The HE will also have an optional 16” fan that moves 1600cfm.

Water Pumps

After exhaustive flow testing for our system we chose two pumps. The DOB/Stewart “Super” Pump and the Davies Craig EWP150 “Turbo” pump. We wanted to offer two pumps because there is no “one size fits all” or “best” pump for all situations. The different pumps work differently under certain conditions, there is cost to consider, packaging, amp draw, etc. We can go over your combination, goals and budget to come up with the one that works best for you.

Water Tank/Degas Bottle

The tank is not the sexiest part of the equation, but if it can’t move enough water to match the rest of the system while simultaneously preventing pump caviatation it’s just a decoration that holds water. Our water tank, which mounts on the radiator shroud, has been designed with the correct size fittings and in a way that won’t allow the pump to cavitate. It’s made from aluminum and has one of those fancy fuel cell style caps.

Line/Fitting Size

Fall 2014 we did a very, very complex and exhaustive test of IC designs, line/fitting size and just about every water pump out there. One major eye opener was line size. Line/fitting size is CRUCIAL when it comes to IC system performance. The flow gains from doing it correctly are outstanding. Most systems run .75” lines. We run 1.25” hose/lines/fittings. The advantage is astronomical.

The Ultimate Intake Manifold  
>>>NEW DEVELOPMENT<<<

Right now we’re calling this the GT500-AZIM (Absolute Zero Intake Manifold). Yeah, it’s corny. Maybe we will think of something better. Maybe not. When we started the process of designing the IC upgrade kit we started noticing there were a lot of things we didn’t like about the stock GT500 intake manifold. First and foremost the engine coolant travels through the intake manifold in three different locations. This is simply no good. You’re trying to keep your IAT’s down to 100deg if possible. That is almost impossible when you’re running 180-225deg water through the intake manifold, which heats up the air. No matter how much cooling you can provide with the IC you will always be battling the high temps of the intake.

Our original plan with the IC upgrade kit was to include composite heat barriers that would sandwich between the intake manifold and the cylinder heads. For the same reasons you don’t want hot water running through the intake manifold you don’t want the manifold bolted to 200deg+ cylinder heads. They add a ton of heat to the intake manifold. The problem is that there is not enough room under the hood to put the composite heat barriers in. You would end up with the smaller blowers touching the hood and the bigger blowers would be sticking through it. So no composite heat barriers. This was another major reason driving us to design a complete replacement manifold. If we start from scratch we can include the composite barrier without raising the blower.

We have been using the composite heat barrier in our GT550 (Coyote) and R-Spec (3v) manifolds. They work FANTASTIC. Here is the description pulled from our GT550 manifold information.

“We offer an industry only feature. Our composite heat barrier. Our composite heat barrier is part of the manifold. The manifold bolts directly to the cylinder heads. Cylinder heads are HOT. 200-235deg. Aluminum is a fantastic conductor of heat. The problem with bolting an aluminum intake manifold to 200+deg aluminum cylinder heads is that the intake manifold quickly heats up. That hot manifold in turn heats up the air inside it, which is your intake air…….that you want to keep cool. If at all possible you want to keep your IAT’s down below 100deg. That is nearly impossible when the “box” (the manifold) you are running them through is anywhere from 180-200deg. Our composite heat barrier is just that, a heat barrier. Heat has a very hard time passing through the composite material we chose. That means far far less heat is transferred to the body of the intake manifold, which means far far less heat is transferred to the intake air charge.

That is not the only advantage though. The intercooler (all intercoolers as far as we know) are attached directly to the intake manifold. The manifold is aluminum, the intercooler is aluminum. The intercooler has cool water running through it, the manifold is hot. What ends up happening is that the intercooler uses some of its ability to extract heat to cool the body of the intake manifold. That is not the intercoolers job, its job is to cool the air coming out of the blower. If the intercooler is using its LIMITED ability to extract heat to cool the intake manifold body it’s not doing a very good of a job at what it’s supposed to be doing, and that is cooling the air coming out of the blower. Additionally if the intercooler is cooling the body of the intake manifold there will be more heat in the water. More heat in the water means that it will not do as good of a job cooling the intake air temps. In short, cooler water is better. And with the composite barrier the water in the intercooler system will always be cooler.”

Another really nice feature is that we moved the IC water ports from the stock manifolds location in the front to the back of the manifold. This makes life a whole lot easier when it comes to plumbing. There is effectively nothing on the back of the manifold. The front of the manifold has belts and pulleys all over the place. This also allows for less turns/bends in the water path for better flow characteristics.

Like all of our manifolds it is 100% billet aluminum (aside from the composite part of course).

Aside from moving the water lines for the IC from the front to the back the manifold (which is child’s play) is a direct bolt on and works with all blowers.

Results/Performance??

What do you get from all this you ask? Well, it’s a lot. With the complete system you will see much lower IAT’s.

Driving on surface streets, sitting at lights, running into the store for 10min, etc you will see IAT’s 10-12deg over ambient. That is about 30-35deg lower than what you will see with your average GT500 running a aftermarket HE.

During wide open throttle (WOT) runs you will see approximately a 20-30deg increase in IAT’s. That is anywhere from 45-75deg lower than what you will see with your average GT500 running a aftermarket HE. This is boost dependent though. 8psi will of course be at one end of the scale and 20psi at the other.

Recovery - Have you noticed when you jump in the car after it was running and then left to sit for 10-45min the IAT’s are really high? That is because when you shut the car down all cooling stops. And everything heat soaks. It sometimes takes up to 15min to recover your “good” IAT’s. If it’s really hot out and you run an aggressive combination you may never get those “good” IAT’s back unless you let the car sit for hours.

Have you noticed when you chop the throttle after a WOT run the IAT’s stay high for quite some time? Or even spike up more? Try two or three runs like that back to back and you get a runaway IAT issue and it takes forever for the system to recover.

When using our system recovery time is nearly instantaneous. This is down to the IC’s ability to remove heat much faster and that the intake is not getting pounded with engine water and cylinder head temps.

The bottom line is that we threw EVERYTHING at this system including the kitchen sink. We can confidently say that it doesn’t get any better than this. Not appreciably. Yes in the future someone could possibly make something 2% better. Good luck proving that with a test though. This is as good as intercooling will ever get (without the use of ice of course). We have been putting a lot of miles on our other cars equipped with this technology and we still can’t get over how good it is. We have been battling IAT’s since 2006 and it was driving us crazy. There is nothing worse than driving around knowing you’re down 50-150hp because of high IAT’s. We want all that power!!!! Now we have it, and it’s great!!

Pricing/Packaging

We haven’t nailed down exactly how we will package the system(s). We will most likely offer each item separately and also as complete kit(s).

Here is GUESTIMATE/target pricing for the components. This is not set in stone. We are not able to price things exactly until right before they are available.

Intercooler Upgrade Kit

We are shooting for $1300-1400 on this bad boy. That’s a pretty good deal considering the “competitions” IC costs $1000 and comes with far, far less stuff and isn’t even in the same galaxy when it comes to performance.

Heat Exchanger

The heat exchangers will be priced approximately the same as the other aftermarket heat exchangers available. $700-900.

Water Tank/Degas Bottle

The degas bottle will be priced approximately the same as the other aftermarket aluminum tanks. $275-325.

Lines/Fittings

This is a bit up in the air. All the systems we have set up at this point have been with high dollar AN fittings and braided hose. Which of course is big bucks and frankly not needed. The AN stuffs only advantage is that it’s easy to assemble/disassemble (which we need to be able to do when testing) and it looks cool. The pressure capabilities certainly aren’t needed. We will put together a package using rubber hose, nipple style fittings and the necessary clamps. We haven’t even begun to look into what we will need yet. It’s obviously not rocket science, it just needs to be done. Hose/line/fittings will be $100-200.

Water Pumps

The water pumps are $450 for the DOB/Stewart Super Pump and $275 for the Davies Craig EWP150. The pump you choose will depend on your goals.

GT500-AZIM (Absolute Zero Intake Manifold) – You guessed it, this is going to be EXPENSIVE!!!! No way around that. This is going to be for the no holds barred crowd. The main reason it is more expensive than let’s say our GT550 (Coyote) manifold is that it has a lot more machined pieces. Separating the engine coolant from the intake manifold means machining four additional parts and including some fittings and hoses. Additionally there is more machine time on the GT500 manifold because the shape is more complex. So how much do you ask? About $3500.

Packaging

–We will be selling these components separately and as packages. The packages will have more favorable pricing of course.

If you sit down and figure out what it costs to buy a big HE, good pump, aftermarket degas tank and “upgraded” IC you will find that what we have coming is not really expensive at all. Especially when you consider our package will out-perform a pieced together package of items available now by a HUGE margin. No matter what you do you will spend some bucks controlling IAT’s. May as well spend a couple more and get real results.

Coming Spring 2016

 

 

 

 

 

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