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Justin Haung wants to make some big kw. with his RX3 -
13 bt, so we fabricated this monster for him. That core si 109mm thick &
with these tanks can really flow some air - & cool it ! Note the larger
deflector channel on the inlet pipe (r.h.), as getting the intake charge
in smoothly & how you want it is much more important than it getting
out.
These are our latest generation of hand formed tanks &
work brilliant.
They are all triangulated for best flow direction with
least drop. Note the forward slant on the tanks. This really showed an
advantage in our testing. How much of an advantage - well we know
because we've done our homework.
This is very close to the ultimate 'cooler for the
rotary sedans. The pipe inlet pipe comes out of a bend from the turbo &
straight into the top r.h. tank, down the core, across & up the other
side & out the l.h. tank. Then it's straight back & around into the
plennum. A total of no more than 1.4 m.
The radiator sits down under the two top pipes.
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Anthony Searle had a
trick & different idea he wanted on the front mount Hot Chilli we built
for his 4AGZE Corolla. D pins used with a washer to retain the mounting
pins after they go through the rubber mounts. |
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Nathan Semmens asked us to
front mount & pipe his girlfriends '96 Starlet. This is the result. We
used a polished Chilli type 1 Intercooler for some outstanding results.
APC had already fitted a high flowed turbo & computer
after rebuilding the engine with forged pistons, the result of a
detonation meltdown with overboosting the oe setup.
As it came to us with the previous work, but the oe top mount, third
gear uphill temps of 121 deg.c out of the turbo & 68 deg.c into
the engine resulted. After the chilli i/c was fitted, under the same
driving conditions, 118.6 deg.c out of the turbo resulted in 30.2 deg.c
into the plenum. The power increase was also noticeable straight
away.
Please note that we do not do a kit
for these cars, as the clearance between most of the pipes & panels is
only a few mm too difficult to take accurate enough templates of.
I wish we could.
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This is a mounting bracket
we made for a Datsun 260Z RB25DET out of Tasmania. It is a 75mm
thick upright intercooler with inlet/outlet on the l.h.s. & this sturdy
bracket sat straight onto the radiator support panel, very convienient.
Also, please note the quality of our work, regardless of where the job
is for. |
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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
workmanship.
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!!! |
 
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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. |
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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
Magazine).
Part of
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
driveability! |
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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. |
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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. |
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"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
Finished
Product.
From the
outlet end
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