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Some services:

Performance rebuilds

Heads, stage 1. 2. or 3

Performance bolt-on's

Transmission rebuilds

Intercoolers & chargers

BOVs and Wastegates

Intake manifolds

Headers and exhaust

Turbo's,

Drivetrain & brakes

Fabrication

Interior & cages

AEM-EMS & tuning.

    FMIC                            LIQUID to AIR   

Intake air temperature is critical to any turbo application. If you want to reach your performance goals and put down reliable power, you have to manage your air temperature properly.

   Most applications perform very well with air to air cooling, ie. side or front mount intercoolers.

However, during high loads and high ambient conditions temperatures can climb very quickly and be hard to manage. Also, with medium and large frame turbo's there can be considerable lag, the length of intercooler piping for front mount and side mount set-ups can make this worse. One solution to this is to use liquid to air cooling.

  Kit prices are virtually the same as a FMIC that supports comparable HP.

The level of quality is second to none on all their cooling products, RADIATORS, OIL COOLERS, INTERCOOLERS and more.

Below is a write-up from PWR. We highly recommend these products and this system is currently being used on our race/shop car, to better manage intake air temperature. If you are interested in any PWR products please contact us for pricing and further product information.

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The Pwr Liquid to Air Tubular Intercooler is a world first exclusive in its design for the industry. The innovative cylindrical shape was designed for drag and street applications, providing maximum cooling, airflow and performance efficiencies. The unit has a unique internal baffle system that ensures an even amount of cooling is provided within the tube itself. The unit can be mounted as close to the manifold as possible, reducing turbo lag and providing maximum performance.

The reason why our tubular cooler is the best is it follows the basic simple physics that all air/water heat exchangers should follow. All chargecoolers should be of a 'countercurrent' design, which means that cold water from the pre-rad should be fed into the 'cold (outlet)' end of the chargecooler and the hot water that has absorbed all the charge heat comes out of the 'turbo (inlet) end of the unit. The reason for this is that the coldest water is keeping the coolest end of the CC cool, and the slightly warmed water at the hot end will not actually increase the temps at the 'hot end'. If the water flow is changed to a 'concurrent' design, so the cold water cools the hot end, then like wise, the water temps will heat up, and thus the 'cold' end of the charge cooler can not be any colder than the temperature of the ' heated ' water. Confused? For more information view the Wikipedia on heat exchanging.

Right, so now the basic physics are sorted, now you have to look at the physical design of the cooler. If you look at the top right pic of the internal core, you will see it looks very different to a traditional intercooler core. The core is a ONE PIECE aluminium extrusion, which means no welds, braized bars or ends, and thus is burst proof as there is no weak point to break on boost, or leak water into the core. Our CC cores have been tested to over 60psi in drag race use with zero failures. 

You will also notice the core is 'segmented'. This is too allow the coolant to flow around the outside circumference of the core, down the middle of the fins and across the fins, so basically coolant can flow in all directions. This also means that air locks are less likely as they can not get stuck in a particular channel - Air lock problems are also relieved by having the coolant inlet and outlets at the very top of the core..

Flow wise, our cores are very efficient. The internal channels are very unrestrictive, and they have internal 'fingered' fins which add to the cooling capacity. The cores have a variety of inlet and outlet neck diameters from 2.5" right up to 4" for up to 2000bhp applications, but please note that the internal area of all the channels inside the core is always larger than the inlet/outlet diameters, to provide next to no pressure drops - Pressure drops figures are hard to take any proper data from as some cheap intercoolers have have very low figures simply down to the fact that they have very large internal channel areas but hence don't cool as well (a 3" diameter tube has zero pressure drop - doesn't make a very good intercooler though), but our cores are recording only 1-1.5 psi pressure drop at over 20psi of boost and over 400cfm of flow, whilst still maintaining excellent cooling ability, and superb recovery speed.

Test figures for temperature drops are circa 10-13 degrees above ambient in all conditions, with nigh on instant recovery time even under extended WOT periods when combined with out specific Bosch pump and pre-rad/fan combination.

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