Aluminium Radiators & Engineering Pty Ltd
Unit 11 / 60 Kremzow Rd
Brendale QLD Australia

Ph +61 07 32054620 Email


In July 2003 we increased the parameters substantially & added a few new fields to our in house developed computer modelling programme for air water intercooling. We  had only logged data from 420 rwhp but we had already refined the programmes accuracy  to the point of being sure our figures would be very close in the real world. After much heartache, pain & money, it all came together for Craig & Rob at the '08 Nats  (yes - 5 years) & although they didn't make the 2000hp, just on 1900rwhp has vindicated the accuracy of our programme.

I do not know of any other fabricator / manufacturer that has a programme anything like this. We can accurately predict the results of our air/water intercoolers fitted to your vehicle, so you can have faith in knowing what the results are going to be before you spend your money. Please check the original '03 PDF file below.



                           Note  1              
Third - Gary Pope - BLO 402 - 1529rwhp First - Craig Munro - Try Hard -   -1895rwhp - note almost overlay of back to back power curves Second - Lyle Lemmon - Mr PSI - 1713rwhp

Note 1 - the sudden drop off in power at 192kph is a boost loss issue that is suspected to be blow off valve related, as the valves control the boost - now being changed too waste gates control as mid 30 PSI is the maximum boost available with the setup as run here ! The run was on track to make even more power !!

The above three cars have a number of things in common.
All the above graphs were achieved in a room @ 36c & are rear wheel horsepower.
They are owned by dedicated enthusiasts.
They were mostly built by the HorsePower Factory  - overseen by Rob Vickery.
They were all tuned in house by Amberley Autos
Their intercoolers were computer modelled & then fabricated by ARE Cooling .
The owners are now much poorer than before they started.

                             Blo  402                                   MR  PSI                           TRY  HRD
 KPH  RWHP  HP diff. % dif. in 2 HP inc. RWHP  HP diff. % dif. in 2 HP inc. RWHP HP diff. % dif. in 2 HP inc.
 100     185   - 10      - 5.4%       230       20         8.7%       205      15        7.3%       --
110     200   -  20      - 9.5%       270       40       14.8%       260      10        3.8%     26.8
120     225   -  25      -12.5%       320       40       12.5%       330        5        1.5%     26.9
130     270   -  40      -17.2%       400       60      15.0%       430        5       1.2%     30.3
140     305   -  40      - 9.4%       535     110       20.6%       585      20       3.4%     36.0
150     370   -  60      -15.3%       745     190       25.5%       740      15       2.0%     26.5
160     490   -  80      -16.6%     1065     210       19.7%       880      15       1.7%     18.9
170     690   -170      -21.4%     1340    120         8.9%     1005        5       0.5%     14.2
180   1000   -200      -18.2%     1530    150         9.8%     1340        5       0.4%     33.3
190   1175   -110      -  8.4%     1645    110         6.7%     1710      20      1.2%     27.6
200   1430   -  65        - 3.9%     1645    110         6.7%     1820      90      4.9%       6.4
210   1460   -  20      - 1.1%     1600    100         6.3%     1630      350      21.4%    -10.4

To be continued



This was originally uploaded to our site in late 2004 !

WhaT'S the big deal with this car ? 

             near standard                     'sorta' standard                    very standard

download the Summernat's 08 run here (right mouse click and save as)

   M A Y B E     2000hp  (1500kw) ???
Please note that this is what our system is designed for, what owner - Craig Munro would obviously love to make, what crew chief -  Rob Vickery is aiming for & what we're all hoping Amberley Autos/Horsepower factory  Marty can tune this beast to. The biggest worry in this equation is the Pump fuel - 98 ron. I have no doubt in my mind that these power levels are obtainable with C16 or equivilent, but optimax is going to take an exacting level of tune & cold charge air.


            M A Y B E     T H I S     ! ! ! 
Note that hoses are colour coded throughout the car.    Red is Heated water.  Blue is cooled water.

Equal amounts of chilled water into both sides of the intercooler.
The blow off valve is nearly as big as some cars turbos !
This is the ice chiller. The boot is the only area big enough to hold enough ice to absorb the heat from the front a-w. ic.
This is the underside of the ice chiller box lid. All hole positions & sizes are calculated - not guessed.
I reckon the unusual mix of speedflow alloy AN fittings on SFS silicon hose, that we pioneered, looks real trick.
Cold water in the blue hoses in & hot water out the red hoses out.
4 DC. engine water pumps push minimum of 180l of chilled water up to the engine bay.
3 SX fuel pumps push fuel up to the engine, Thru our ice chiller sump.
Definitely not your average cooling system. Curved rad- iator is to allow air from 3 fans to escape.
We used a mixture of alloy tube & silicon hose for best water flow.
With the cover on you'd never know what's underneath.
These three D.C. pumps are to recirculate the ice chiller water only. Need 150 l / m. flow.
3 silicon hoses in centre carries very cold water & single hose on right, bloody hot charge air.
When the side skirts are fitted, this is all that can be seen to get 180 l/m. of water from the boot to the engine bay.
The side pipes had to be welded in an oval shape to allow the side skirts to fit.

                               Link to our new     DRY  ICE  RACE      intercoolers
   and T H I S is how we made it     ! 

 A six page PDF file
This is the first stage of the project.   It is the  PDF file of our ARE computer programme sent to Rob & Craig with the projected results of the system we designed. This was July '03. Not too long now before we know how accurate it is! We use a 5% allowance with our temperature. Please note: There are hundreds of lines of calculus that are hidden in our programme & the solid coloured cells are to prevent cross referencing of data in different files on our site. There's more here than I should give away  anyway.
This is the second stage before we attack any alloy. Cardboard templates to make sure it's all going to fit. As it turned out, the top two matrix had to be reduced because of a four mm. interference that we could not get around    
These are two of the eight core matrix used in the intercooler. They are our brand new tube extrusion that delayed completion of the car.    
They may look straight forward, but there is a  total  of at least 25 hours work in this tank , & both would have to be different !    
It took 3 times on the flow bench to get the distribution pattern I wanted Yes, it does cost pressure drop, but the cooling gain far out- weights this. Every joint is double welded for strength. The start position & profile of the baffle is most critical. This is the battery box we had to fabricate.
Seamless transition from the mandrel bend to the tank roof. The external fillet weld pattern is left  because it has nothing to do with performance & can't be seen. There is a limit to wasting time. Craig wants to be able to take his mates for a skid in comfort & wouldn't let us run 2x2" water pipes through the cab, so we had to do this. Added a few grand to the price, so I hope his mates enjoy it - they're eyes will be tennis balls
Nothing about this job was straight forward. Maybe a spray pattern is overkill, but it all helps. These are the fuel pipes running through the ice box sump for extra cooling.
This sucker should remove 410kw. of heat out of the intake charge. The air speed thru each inlet pipe is 205 kph, but we've got it down to 29kph thru the core !!    
The water out of the two bottom cores, is going to be at a minimum of 104c ! They will remove 79 kw of heat each. Note: the last 2 cores (top) only remove 8kw each.    
The pipe shape is to fit everything in Same for cutout in water tank. Id of every pipe is calculated for the right flow rate.    
    Shows the curve we had to put in the Radiator core to fit in the front This car has to cruise! 
    So naturally the fan shroud curve had to match.
When I saw this on my welding bench, I just had to nick name it 'the fat arse cooler'  ! It wouldn't  fit into even my pants. Finished fan shroud-fan assembly. 3 x 14" DC. fans provide 3324 cfm of ambient air flow. Oh, be wary of some of the figures claimed. We've tested heaps  !!!
These are just two of the many pipes we had to fabricate for this car. Some of the work we had to do on the thermostat. Yes it has to run one - definitely! Same as every modern car. Since alloy heads came in.
This is the bracketry we fabricated for the intercooler bottom mount on to the chassis rail. It has to support a dry weight of 48kg. Finished thermostat ready to fit.




Aluminium Radiators and Engineering Pty Ltd (ARE Cooling)
 While every effort is made to ensure details and information is correct at time of publishing Sunday, 05 August 2012
please contact ARE by phone, fax or email to confirm prices before order