Check out a few of our initial dyno pulls with our new 2015 EcoBoost Mustang!
The plot is shown below!
Yes, these numbers appear to be a bit low. Unfortunately we are not sure what fuel grade the dealership filled our car with! Once we empty the tank we will be filling it with some fresh 93 octane and collecting data on a few more pulls!
The testing results are in! First, a quick comparison of the fluid capacity improvements the Mishimoto X-line radiator provides.
Stock Radiator Capacity: 0.6 gal (2.27L)
Mishimoto X-Line Radiator Capacity: 1.15 gal (4.35L)
This is an increase in capacity of 91%! This additional fluid, combined with our highly efficient core design, should easily produce great gains in cooling efficiency. Let’s evaluate our charts obtained from the testing data. First up, our raw temperature data from both rounds of testing.
The stock radiator is reasonably efficient, being more than adequate for normal street use and occasional track use. Extended track use, however, could present some issues. Our stock testing showed average inlet temperatures around 212°F (100˚C) and average outlet temperatures around 160°F (71˚C).
Inlet Temperatures: 212°F (100˚C)
Outlet Temperatures: 160°F (71˚C)
Now, let’s see how the Mishimoto radiator performed under nearly identical conditions.
As you can see, the Mishimoto radiator outperformed the stock unit significantly! Inlet temperatures hover right around 209°F (98˚C) and are very similar to those of the stock unit. The big change is in the area we wanted to see, which is in the outlet temperatures. Recorded radiator outlet temperatures average around 130°F (55˚C)! This is a huge decrease compared to the stock radiator.
Inlet Temperatures: 209°F (98˚C)
Outlet Temperatures: 130°F (55˚C)
Next, for an easy comparison, we created a chart showing both the stock and Mishimoto radiator outlet temperatures.
This chart depicts our temperature decreases of up to 30°F [16˚C] compared to the stock radiator. Our last chart, the comparison of radiator efficiency, is the most important for our testing purposes.
For this chart, we used the inlet and outlet temperatures during testing to calculate the core efficiency. Knowing that our radiator provided lower outlet temperatures, we knew that our efficiencies would be much better than the stock compared to the stock radiator unit, the Mishimoto radiator is, on average, 20% more efficient at transferring heat. These are the gains we wanted to see during our testing. Success!
Now that we had a great-fitting product that performed to our standards, it was time to recap our goals to ensure this product was what our customers wanted.
Core must be as thick as possible while still retaining the stock mechanical fan.
Our engineering team designed this radiator with a 57mm core (23mm thicker than stock), which provides improved fluid capacity and improved heat transfer, yet still retains functionality with the stock mechanical fan. We tested this product to ensure all clearances were safe for extended use.
Must be a direct fit for the 88-99 BMW E30/E36 vehicles with 6-cylinder engines.
This product features all critical dimensions and components with the stock radiator. We test fit this radiator as well, to ensure our data were accurate. All factorycomponents bolt to this radiator just as they do with the stock radiator.
Must provide proven temperature benefits compared to the stock radiator.
The Mishimoto radiator provided a 30°F (16˚C) drop in radiator outlet temperatures compared to the stock unit. This temperature drop translates to a 20% improvement in radiator efficiency with the Mishimoto radiator.
Incorporate dense core composition for improved heat transfer
Our engineers designed an extremely dense core with a large increase in fin surface area, which provides greater heat transfer resulting in substantial cooling benefits.
That’s it, another successful project in the books. We now have a completed product, ready for mass production. We do intend to offer this radiator as a group buy for those interested, so stay tuned for this.
We leave you with a quick dyno video featuring the M3 we used during testing. This particular pull was conducted to test the effect of mechanical fan removal on power output. We will have more details on the test when we post our build thread for our electric fan conversion kit for the E36.
Our prototype intercooler is ready to go! Let’s take a quick peek at what our engineers designed!
First impressions, this cooler is massive compared to the factory unit. Our engineers weren’t kidding when they mentioned that the size increase would be significant. You will notice two dimples on the intercooler outlet. They are predefined spots for injection systems such as methanol, or for a temperature/boost pressure sensor. These bungs are not predrilled, but they provide extra material thickness for those who wish to drill and tap the port. Pretty slick! You can also see from these images that our core is a solid bar-and-plate design. Now, let’s compare the core thickness of the factory intercooler to the Mishimoto unit.
Yes, you are seeing that correctly; the Mishimoto intercooler core is twice as thick as the factory intercooler. Check out a few shots of the prototype in raw aluminum form before we painted it for video use.
Not only is the core significantly enlarged, but we’ve also increased the size of the inlet and outlet, which should provide a nice improvement in airflow. We are including adapter boots that allow you to mate this cooler to the factory piping.
Now it was time to install this prototype to check for any fitment concerns. On this same day, we were test fitting our aluminum radiator prototype as well. Check out a few shots of the radiator installed!
We will be starting a build thread for this radiator very soon, so be sure to check out that one as well.
Next, we installed the Mishimoto prototype intercooler. Check out a few shots of this installed unit.
This cooler looks massive even after being installed on the truck. So far, all our mounting points were lining up perfectly. Our end tanks slid through the radiator core support just like the factory unit did. Next up, we installed the AC condenser/transmission cooler unit into place.
The last image shows our branding/logo placed on the driver’s side end tank. On our recent products, we have been placing our brand in discreet locations so as to keep our products looking like OEM.
The condenser unit also fit perfectly with the mounting points on the intercooler. We reassembled the front end of the truck to ensure that none of the body components touched the larger Mishimoto cooler. Next time, we will be hooking up our data-collection sensors and making some dyno pulls to see how this cooler performed!
We are nearing the end of this build. As mentioned in the last post, we wanted to put our core to the test and provide some cooling efficiency data that our customers could use. We decided to modify our 2010 STi to add some heat and power to the CAC system for testing. Information regarding our vehicle is listed below.
2010 Subaru WRX STI
Mishimoto Front-Mount Intercooler
Fuel Line Modification
Check out a few shots of the car on the dyno!
As you can see, we have sensors installed on the piping, both the cold- and hot-side of the intercooler. We have pressure and temperature sensors hooked up for logging. We are hoping to capture data on any pressure losses across the core, as well as any temperature reduction we see through the cooler. Check out a close-up shot of the sensors.
Check out a quick video showing a walk around, as well as a few dyno pulls with our completed front-mount intercooler setup!
That’s it for this post! Check back in a few days for the results from our testing and a quick recap of the project!