Extensive real world testing has resulted in the undisputed champion of intercooler design for the 2.0T Audi A4.
Intercooler design consists of more than just finding the largest core that will fit on the front of the car.
Exposed frontal area, number of pressure charge rows, cooling fin count, and end tank geometry are some of the key parameters that need studying when embarking on an intercooler project.
As with most of our intercooler development, the use of sophisticated Computational Fluid Dynamics (CFD) software allowed us to study airflow and maximize our approach to lowering intake air temps even before we hit our chassis dynamometer. Our end tank went through no less than 14 design evolutions. By carefully choosing our cast aluminum end tank shape, along with the integration of a directional baffle, we were able to drop intake air temperatures a maximum 27 degrees F over stock, while also reducing restriction by half! Not only does that result in an additional 14 crank hp on a chipped car, it also means completely stable power under the hottest outside conditions, even when there is over 400hp under the hood with a big turbo kit.
Temperature drop, pressure drop, and overall core efficiency were logged and calculated through thorough dyno, street, and track testing, in all sorts of ambient conditions. View the Behind the Scenes tab for results.
This intercooler is simply massive in its abilities. Nothing else comes close.
Key product features:
- All aluminum construction, including tubing, for maximum heat transfer
- Retains unmodified front crashbar
- Bar and plate core construction
- Cast aluminum end tanks with inlet baffle
2.5 inch diameter mandrel bent aluminum tubing
- Stainless steel t-bolt clamps with heavy duty silicone couplers
- Replacement power steering cooler assembly
- Direct Bolt In, no modifications required for fitment
- Pressure checked assembly before leaving our factory
But don't take our word for it. European Car Magazine has stated, "...it's safe to conclude that a large intercooler upgrade like the AWE unit is a must-have for any 2.0T FSI owner who drives aggressively," and "...As hoped, the AWE intercooler saved a hefty amount of horsepower from vanishing into thin, hot air by limiting the IAT spike."
AWE Tuning B7 FMIC End Tank Design
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.
Our end tank design went through no less than 14 revisions while we maximized performance. Our end tank design is the key to why we can use such a large core without tremendous pressure restriction issues. Our pressure drop is half of what the dual side mount system provides, while also providing nearly a 30F degree temperature drop vs stock.
AWE Tuning B7 A4 FMIC Testing
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 2006 A4 2.0T quattro S-Line with our exhaust and G.I.A.C. chip 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 at redline to almost the same level as at 2500rpms, while the stock dual intercooler design allowed temperature to climb with rpms.
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. Our design not only excells in temperature drops, but also in how pressure restriction is minimized to levels less than the dual side mount stock configuration.
Below: Intercooler efficiency is a way to determine how well the intercooler is able to handle heat removal, and any rating of 80% efficient or above is outstanding. Our design at its least efficient is still 93% effective even on a G.I.A.C. chipped A4, whereas the stock design takes a nosedive to near 77% at redline on the same G.I.A.C. chipped car.
Below: Power test of our Front Mount Intercooler design vs stock. The stock turbo is running near its capacity when chipped, producing more heat than at stock boost levels. Installing our Front Mount Intercooler reduced heat tremendously, to produce a cooler, denser intake air charge, resulting in a very nice increase in power as the rpms rise (nearly 14 crank horsepower when converting from the dyno sheet wheel power measurement). Even more impressive results were seen with our prototype GT28 71R turbo kit on this car.