Wow! Switzer's IC is huge! I guess this size of IC must need to abandon factory upper IC intake duct. Right? Thus, the air from outside to cool the IC will be leaking out from the rear bumper and fender liner. I wonder what is Switzer's solution to remedy this problem? Tks!

 

The upper hoses have similar to stock ends where they join the Y pipe yes with an 80-60 mm alloy adapter

 

We use plates to get around that...

 

Just curious if you guys have looked at mass flow rates through the duct at various speeds vs the mass flow being drawn in by the compressor? Reason I ask is that when we would run similar configurations on RX-7s (turbo and intercoolers sharing the same air inlet), the turbo would take in enough air to actually cause a flow reversal over the intercooler core that, at some range of speeds at WOT, would actually stagnate the air moving over the intercooler core. Just a random thought....looks beautiful though!

 

How many of these huge cores do NOT add lag?


Markski, when are your IC's going up for sale?

 

Thanks for the feedback guys, I will be sure to tell Tym!

I asked him about this a couple months ago when Dean's car was on the lift, around the time that pic was taken. He said that the jet of air that comes in through the duct is actually aimed at the center of the IC. Of course the inner fenders are installed, but the ducts are not. Tym said that he did IAT(intake air temperature) testing with the sledgehammer early of '08, and he found that in runs up to 160 mph there was nearly zero difference with the custom ducts he had for them at the time, and running them the way they are in the picture, with just the jet of air being naturally aimed at the IC. He could have gotten carbon or ABS plastic ducts made for it, but in his testing he ruled out any reason for the added expense for the package. With a little hand work, the stock ducts can be modified to work with those, but not needed.

As for the air pressures, there hasn't been any testing of that to my knowledge, but the power levels speak for themselves. That setup has been proven to over 850whp and 60-130 times as low as 4.86, if there was any reversion, it would most likely be noticable as an increase in IAT at higher speeds and boost levels, but it seems that the designers at Porsche have done a pretty decent job in designing those ducts for maximum effectiveness.

$.02

 

I have them available... the 4.5s are set up for my custom kit with all the hard piping.... like in this pic.... but I am also working on 3.5s for direct replacement.. here is a preview...
thanks for asking...

 

interesting placement on the air intake

 

I know Todd K offer 3.0", 3.5" and 4.5"

 

Just for arguments sake, I would like to see some data like this to see what if any testing has actually been done.

A huge core and some fancy welds hardly make an effective intercooler.

This is taken directly from our web site:

Data was collected on our Mustang MD-AWD-500-SE AWD dynamometer, on the street, and on various race tracks, using dual Omega DPi temperature meters outputting to the dyno's integrated data acquisition, and via a portable lab grade datalogger. Several runs were made recording temperatures and pressures before and after the stock and AWE Tuning intercooler assemblies and then averaged, with graphs of the changes shown below. All tests were done on our in house 2007 997TT with a prototype 700S turbo kit installed. 93 octane fuel was used for all tests.
Below: Temperature drop is the measurement of how much heat the intercooler is able to remove from the intake air. The higher the temperature drop, the denser the air charge, resulting in more power and less tendency for detonation in the cylinders. Our design was able to hold intake air temperatures to a maximum of just 20F higher than the start of the run vs a 65F climb with the stock intercoolers.




Below: Large intercoolers can do well in reducing intake air temperatures, but they can also introduce a lot of restriction to the intake air. That restriction will result in power loss even with the improved temps. Too much intake flow restriction means the turbo cannot deliver as much boost to the engine. Bigger is not always better with intercoolers. Our design excells in temperature drops and also in how pressure restriction is minimized to levels 1 psi less than the stock configuration.

 

Around which power level should the GT2 IC's be changed for larger ones 600 rwhp ? or sooner ? I cant really see the advantage going with extremly large IC's if your not aiming for 1000 hp. And i will be using water/meth. inj. to keep temp down as well.

 

For comparison, Tym uses them at the 650hp level, with GT28's. That is HP at the crank, so that would be roughly 575whp on a 6spd?

 

FWIW, I was running stock ic with my K24/18gs at 650 crank. If you're going to do repeated back to back runs you need larger high quality ic due to heat soak. I was mindful of this and allowed a cool down in between runs (most of the time lol).

 

Please to report my post AWE Intercoolers boost issue was simply related to my mechanic not fitting the oem O rings on the upper hoses, back to 1.3 BAR now !

 

Great news!