Intercooler upgrade

[Todd Turbo S]

Hi All,
I am considering this upgrade so I can lower the air temps. With most of my performance cars, I know there iare many benefits to cooling down the air temps. Let me preface by saying I have no intention of doing any other engine modifications or a tune other than the JLT I’ve already installed and I do not track or race the car in any form. I just like the idea of less stress on the engine with anything I can do to help, and it seems lthis might be the only weak point in keeping the air temps down. As a bonus, this upgraded intercooler weights less than the OEM one.

Thinking of trying to install this myself, but there’s no videos online that I can find, at least complete videos. Has anybody done this upgrade that hasn’t completed a tune? As always feedback is appreciated.

Thanks in advance for your feedbac.

VMP by PWR '20+ GT500 5.2 L 81 mm Race Intercooler
1" Fitting design81 mm thickBar and plate style50% decrease in peak downstream air temps during a WOT pull or 1/4 mile passExtra cooling capacityImproved tube designMore efficient air-side fine designFits 2020 Shelby GT500Direct bolt-on; no drilling requiredAluminum construction50 State Legal...

www.vmpperformance.com

1" to 3/4" Reducer Floating Tube for 2020 Predator GT500
1" to 3/4" Reducer Floating Tube for 2020 Predator These reducers are necessary for those enthusiasts who have the 81mm intercooler with 1” inlets installed on their 2020 GT500 and are going to be reusing their OEM water manifold. You will need to purchase TWO (2) of these to use one VMP-SUC036...

www.vmpperformance.com

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[gfcobra04]

I’ve been thinking about this also. I do track my car and in Texas it gets a little hot sometimes. I’ve not seen high intake temperatures however I haven’t done an event in July or August yet.

As long has the car is moving the temps seem to stay around 130 plus/minus. However stop and the temperatures will skyrocket.

 

[Todd Turbo S]

I’ve been thinking about this also. I do track my car and in Texas it gets a little hot sometimes. I’ve not seen high intake temperatures however I haven’t done an event in July or August yet.

As long has the car is moving the temps seem to stay around 130 plus/minus. However stop and the temperatures will skyrocket.

thank you.

 

[Chris Barnes]

Any issues with power loss from pressure drop with the 81mm core and no addition of a smaller blower pulley?

 

[Todd Turbo S]

Any issues with power loss from pressure drop with the 81mm core and no addition of a smaller blower pulley?

That’s way beyond my knowledge of this engineered system

 

[Chris Barnes]

I only bring it up because VMP originally claimed their now discontinued smaller 68mm core was better suited to low or near stock boost levels due to pressure drop with the 81mm core.

 

[Todd Turbo S]

Thanks. I see they no longer manufacture their smaller unit

 

[cam23mel]

I went with the Whipple IC brick and billet manifold. I did the install a few weeks ago. OEM IC brick and Whipple are the same height, the difference is in the width: OEM 146mm while the Whipple is 161 mm, so a delta of 15 mm. The install isn't bad (100x easier than the Kook LT headers I did). I think it took me under 3 hrs to complete. Taking the fasteners that lie underneath the cowl panel grille are a pain. The only other fastener that is a pain is the nut that holds the wiring harness retainer that's behind the blower... it's in a really tight/awkward spot. I'll attach a few pictures. No tune yet. Now that I'm back from travel I'll do the Whipple billet tensioner, GripTec 2.65 pulley (unless I change my mind and go with the Satera 2.75 clutched pulley) and the SPE 180-degF thermostat then remote tune.

 

[Todd Turbo S]

Any issues with power loss from pressure drop with the 81mm core and no addition of a smaller blower pulley?

Thanks a good question

 

[cam23mel]

Any issues with power loss from pressure drop with the 81mm core and no addition of a smaller blower pulley?

The pressure drop would be minimal. The easiest way to compare the 2 would be to look at the ratio L/D. In this case 'L' would be the height of the IC brick, and D, which in this case is the hydraulic diameter of the rectangular cooling channels (for a simplified calculation remove the fins... they are added in the design to help increase surface area to enhance heat transfer). This would be for the VMP design. For the Whipple design the pressure drop could be the same as the OEM IC brick. Why? Assuming the channels are of the same dimension as the OEM, and the only change was adding more parallel channels then that would not change the pressure drop because of the parallel flow conditions. Now if the channels have a increase hydraulic diameter then the pressure drop would increase. I would say that pressure drop is negligable compared to what is important, which is cooler charge air temperatures.

 

[Todd Turbo S]

The pressure drop would be minimal. The easiest way to compare the 2 would be to look at the ratio L/D. In this case 'L' would be the height of the IC brick, and D, which in this case is the hydraulic diameter of the rectangular cooling channels (for a simplified calculation remove the fins... they are added in the design to help increase surface area to enhance heat transfer). This would be for the VMP design. For the Whipple design the pressure drop could be the same as the OEM IC brick. Why? Assuming the channels are of the same dimension as the OEM, and the only change was adding more parallel channels then that would not change the pressure drop because of the parallel flow conditions. Now if the channels have a increase hydraulic diameter then the pressure drop would increase. I would say that pressure drop is negligable compared to what is important, which is cooler charge air temperatures.

Thank you

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