Maxfix in Toowoomba
have fitted a very, very healthy 13B into a Mazda RX2 & in conjunction
with the owner, gave us a plan to work to.
Unfortunately, we were
all a little too enthusiastic & the unit was a little tall.
We fabricated a
shorter oil cooler, but made it wider so it would still dissipate the
oil temperature needed, as can be seen in the second pic.
Note the air deflector
channels on the inlet/outlet pipes. These really distribute the intake
charge nearly evenly through the core, making a big difference to the
efficiency rate of the core. The size, shape & angles are very
important, & that's all I'm saying!!
I know I'm harping,
but we do try real hard with every job & are really proud of our
For it's size, this is
the most efficient intercooler we've made, flows gang busters & more
importantly, across most of the core.
Note the triangulation
of both the intercooler & radiator tanks, helps flow heaps.
Hang on Andrew!!!
Ian Martin drives a
real nice KE laser TX3 & now he can up the boost for it's performance to
match the looks.
We had enough height to
build a dual pass intercooler which just fits in the front.
Compared to the
Skyline GTS25T oe intercooler (shown on right), our 'cooler will be like
a freezer behind the grille.
Neat! Compact, big
temperature drop, small pressure drop. Short pipe work. To make this
system perfect, the part of the inlet pipe up to the throttle body thats
in the engine bay, should be HPC coated, or wrapped, to stop any heat
soak from the radiator & turbo air. It will pick up a couple of degrees
on a hot day, but considering the intake charge can leave the turbo at
140 deg.C & the intercooler at 45 deg. C, I don't think 2 deg. C is
worth loosing sleep over for a street car. The oe intercooler, half
covered by the radiator support panel, was probably getting it down to
high 60's, low 70's 7 with more pressure drop too.
Real short inlet pipe
from turbo to intercooler.
Mick McGregor's Datsun 1600 SR20DET
Absolutely dead standard
import engine, boost raised to 15lb - drops to 13lb, standard computer,
clutch, gearbox etc. 12.7 sec @ 107 MPH - '99 Fast Fours Jamboree (as seen
in top right photo's page 54 & NIS-016 page 65 August/September, Fast Fours
Modular - 3 piece assembly.
These tanks were
fabricated by hand forming 4 pieces of flat and one piece tube.
There is not one flat part anywhere. They have been curved every sq.
cm. for maximum flow (& it showed on the flow bench) but especially to
distribute the chare evenly though the intercooler at all volume and
pressure levels. Think about that! Note the tank thins as
it curves to direct the charge and still maintain velocity.
These babies don't come
cheap - but you do get what you pay for.
If it's a street car, in
particular, think what the intake charge does when it enters a big
square shaped tank that allot of intercoolers have fitted, particularly at
light throttle settings with no or little boost. Don't think
Tony Court. 89 Telstar TX5. (& it's red too!)
Tony was unlucky to
have a front ender, which necessitated a couple of new panels, radiator &
intercooler. What an ideal time to upgrade the 'cooler he thought.
He reckons the time off the road is worth it now, the upgrade intercooler
has made a very noticeable difference to the cars performance. A mate
who used to give him a real hard time in a Pulsar SSS, now has to watch him
pull away from mid second gear on. The further the distance, the
bigger the performance gap between them! Once again, not
scientific, but real world, & he's rapt.
The core is 25mm
thicker, 120 mm wider & 30mm taller. That adds up to a whole bunch more
dissipated heat! Without going to a cross flow 'cooler, this is as big as
you can go. Very minor panel work was needed as it is.
Note the channels on the
inside of the pipes which really help the charge to turn & use the full
width of core. The cut out radius in the top tank is to clear the headlight,
& in testing, had a small detrimental effect on flow rate, but helped
distribution through the core. This intercooler flows 38% more air, but it's
heat dissipation is approx. 75% better.
Inside of Steves tanks
showing double welding of all joins,charge channel deflectors combining with
the tank shape to give maximum even distribution with minimal pressure drop.
Other end of the tanks.
Even tough joins are short & strong we still double weld them. Overkill
maybe,but we want to give the best possible product.
Outside of Steves
tanks. We haven't finished sanding the top one yet. Note the different shape
of the two tanks -- for maximum performance. The outlet has to be very high
up to line up with the throttle body, makes the tank more complicated & so,
costly, but necessary.
"THE JUDGE" twin turbo V8
Inside the two
inlet tanks, one from each turbo. 64mm pipes.
Inside the outlet
tank. That's a 100mm pipe there, & boy does it let some gas through
The three tanks
finished & polished, ready to weld on