We can't fulfill our goal to REDEFINE with just one feature. We looked at all aspects of an intercooler core to develop a system that goes above and beyond what is available on the market today.

Design, testing, validation, quality, hardware, packaging and customer service all come together to create the complete package.

The efficiency of an intercooler is directly related to both the pressure drop from intercooler inlet to outlet along with the temperature drop from inlet to outlet. Below we are going to explain what pressure drop is.

By definition, as it pertains to heat exchangers, pressure drop is the amount of "work" that is required to push the boosted air through the intercooler. The larger the pressure drop the greater the amount of work required. For optimal performance you want the least amount of drop you can have. By testing over 6x different core densities we were able to reduce the pressure drop from ~2.05psi to ~1.24psi thus improving overall performance.

This helps increase spool time because the turbocharger does not have to work as hard to push air through the core.

• Lower Graph White Line = 27WON Core
• Lower Graph Orange Line = OEM Core

When it comes to intercoolers…size matters. The frontal area of the core is very important in determining the cooling capacity of the intercooler. OE height is 5.63 inches, we increased height 41% to 7.95 inches and left the width unchanged. This maximized the frontal area behind the grill. Thickness was increased from 2.52in OE to 3.70in, a 47% increase.

A big intercooler is pointless if you cannot efficiently use the entire core volume. With the use of air foils and CAD Flow Simulations, we optimized the inlet and outlet end tanks to get the best flow distribution across the entire core. Using the whole core evenly drastically improves the cooling efficiency of the intercooler and thus gives more power. This resulted in the unique inlet end-tank design found in the 27WON FMIC.

Instead of limiting our design to the bolted flange like many other options on the market, the 27WON design incorporates the end-tank inlet pipe which allowed us to more gradually distribute the airflow through the entire core area.

CHECK OUT OUR DESIGN BLOGS TO SEE HOW WE REDEFINE WHAT AN UPGRADED INTERCOOLER SHOULD BE FOR YOUR CIVIC TYPE R:

PART 1:
OEM design breakdown

PART 2:
Learn about our air inlet design

PART 3:
Real testing data

PART 4:
Kit includes fix for common CTR boost leak

We tested multiple core designs to find the right balance of flow and cooling efficiency for the Civic Type R. The results speak for themselves with +10whp drop in test no tuning and best gains of +26whp/+28wtq with proper tuning.

RESULTS

• Baseline OEM Intercooler w/Optimized Tuning
• 27WON Intercooler Drop In Test
• 27WON Intercooler w/Optimized Tuning

Extracting heat from intake air charge is the #1 job of the intercooler. We not only want to remove as much heat from the air as possible, we also want to be do it time and time again. This means we do not want a core that will hold latent heat.

The temperature drop is the amount of heat being removed from the boosted air as it passes through the channels of the core. The OEM FMIC performs ok for 1-2 quick pulls on stock like power but quickly becomes saturated with stagnant heat. This means it can no longer do its job well. This is a major problem for any type of performance driving situation.

The 27WON intercooler both removes more heat, which improves performance, but also does not become heat saturated like the OEM core. It can withstand WAY more abuse both on and off the track. You can see in the graph above that even after forcibly heat-soaking both cores via aggressive dyno testing our unit could still expel over 62 degrees more temperature then the OEM version.

• Top Graph Yellow Line = 27WON Core
• Top Graph Orange Line = OEM Core