Good afternoon,

Over the past two weeks our B8 product development has been kicked into high gear.

Once testing of our exhaust systems was complete, we worked with GIAC to unlock even more power based on the better pump fuel we have on the East Coast.

GIAC’s initial B8 A4 ecu calibration was developed using 91 octane. With the help of our Engineering Department, GIAC was able to refine their 93 octane file.

The combination of our exhaust system and GIAC programming really transformed this car.




Peak gains of +28 horsepower and +28 lb ft of torque at the wheels with strong, usable power gains throughout the rpm range!

Using a conservative wheel to crank correction factor of 1.20, this translates to 34 horsepower and 34 lb ft of torque at the crank.

Compared to the initial calibration, we saw peak gains of 2-3 horsepower and 6-7 lb ft of torque at the crank for the newly developed 93 octane file with similar results throughout the power band.

Stay tuned, tomorrow I’ll be posting testing data and dyno sheets from our B8 A4 FMIC prototype. In the meantime, please feel free to ask any questions you may have.

 

i cannot wait to see this car in person. will you have your annual BBQ this year?

 

Great news, thanks for sharing!

 

Since the B8 first entered our facility, we’ve been eyeing up the stock front mount intercooler.

Audi finally decided to equip the A4 with a front mount intercooler, but we didn’t think it would be up to the task of properly cooling the intake charge.

We were quickly proven correct. With this, our B8 FMIC development began.

Our engineers started by digitizing the available space behind the bumper. From there, the raw data was used to design a prototype system in CAD using our thoroughly tested B7 IC/end tank combination.

Here is a CAD model of our prototype B8 FMIC:



Our prototype is able to mount to the stock FMIC hardware, reusing the OE hoses and clamps, helping to keep costs down.

From previous testing we knew this engine ran hot, but even we were shocked by these results!



Peak gains of +17 horsepower and +16 lb ft of torque to the wheels.

Using the previously stated correction factor of 1.20, this translates to +21 horsepower and +20 lb ft of torque at the crank.

Take a close look at the dyno chart and you’ll see gains of over +25 wheel horsepower at redline!

Even more impressive are the intake air temps:

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 has been able to reduce intake air temps by over 40 degrees at redline compared to the stock design.

Having a stock FMIC is nice but the OE unit quickly becomes a big heat sink. Our FMIC removes this restriction from the equation and unleashes over 20 crank horsepower.

Thanks for taking the time to read about our continued B8 Product Development. Please feel free to ask any questions you may have.

 

*Please excuse my ignorance*

Would you see gains from the intercooler immediately after starting the car, or does it take time to heat up the engine, afternoon summer temps, etc. before you really see the gains? I'm just wondering if a more efficient intercooler is something that automatically gives you instant HP/TQ or purely depends on other conditions that may or may not be present. For example, would a car that is being driven normally on the streets truly benefit, or is it geared more toward a track car that is really working the engine to higher temps?

 

As I previously stated, the stock FMIC quickly becomes heat soaked and cannot adequately cool the intake charge.

The graph below represents data gathered by our Engineering Department during B8 FMIC testing. Ambient temp for all testing was 80 degrees F.



As you can see, the stock intercooler allows IATs to skyrocket as rpms increase.

Our FMIC holds IATs steady at around the same level as 2000 rpm and keeps the intake charge 30% cooler at redline; a significant margin on any car, let alone one that runs as hot as the B8.

Why is our FMIC so effective?

Our thoroughly designed and tested end tank/core combination.

Below is a screenshot from our Computational Fluid Dynamics (CFD) software demonstrating the clear superiority of our end tank design vs the more common box shaped end tank found on most aftermarket intercoolers.



While a box shaped end tank is much simpler to design and fabricate, the amount of turbulence created (show in red, orange, and yellow) results in very inefficient cooling and air flow through the core.

During testing for the B7, our end tank design went through no less than 14 revisions while we maximized performance. The end result was an end tank design that out performed every alternative on the market.

With results like that, it was only natural for us to apply the same core and end tank combination to the B8.

Let me know if you have any questions.