KEY OBSERVATIONS
As ever, the peak numbers recorded from testing these different intercoolers only tell part of the story. By looking at the bigger picture and measuring the temperature differences between the tests, Airtec was able to get a better understanding of what’s really going on and make better interpretations from the data.
Perhaps the biggest thing to note from these tests is that you can’t draw any meaningful conclusions from the data captured from just a single run on the dyno. By completing five runs plus a loaded power-measuring pull on the dyno, it allowed Airtec to see how the different intercoolers behaved after they already had some heat in them. This replicates the real world better, where you’re likely to be on and off the throttle more than once.
To prove that point, if we were to take the results from just the first run, the OE intercooler’s performance was only slightly down on that of the top-spec Stage 3 unit. But when we compare the results of the fourth and fifth runs, the performance difference between the two is clear to see.
This is backed up with the results from the loaded pull too; the 21-second duration was enough time to see the OE intercooler start to struggle, temperatures rapidly rise, and power significantly reduce as a result.
Another key observation from these tests is just how obvious the relationship is between intercooler efficiency and power output. Yes, the theory states that the cooler the air entering the engine, the more power it will make, and these tests just confirm that the theory is correct in practice too.
Finally, the third key observation is that different boost levels and states of tune really do necessitate the need for a performance intercooler. We can assume that on a standardpower car, the OE intercooler wouldn’t have performed so badly. But when we start remapping the ECU, increasing boost levels, and generally asking that same intercooler to deal with higher temperatures, increased pressures, and greater volumes of air, it simply can’t cope.
From Airtec’s tests we can clearly see that the 260-to-265bhp power level the test car was running is far too much for the OE intercooler. The tests also show that the Stage 1 intercooler was on its limit and showed signs of starting to struggle on the repeated runs, which is why Airtec wouldn’t recommend the Stage 1 version for cars running over 240-to-250bhp. But the Stage 2 and Stage 3 intercoolers performed well in these tests.