You can see how well the air is distributed across the core face, even when you consider that the air inlet is off center way toward the number one tube at the top of the core. As we said, the end tank configuration makes a big difference.
Before starting the Garrett intercooler test we had to do a baseline test to get the stock power data of our test Honda Civic Si. We not only got a basic power run, but we also tested the temperature drop across the core as well as the intercooler’s ability to keep absorbing heat after many runs. After doing our power runs, we ran the car many times back to back as fast as the dyno could recover until the inlet and outlet temperatures stabilized indicating that the system was heat soaked. We timed each run to ensure consistent data.
Like we do for all of our super critical testing, we used World Motorsports wind tunnel dyno. The World Motorsports dyno is the only one we know that can provide a consistent test environment in the same configuration as the car is driven. Multiple fans exchange the air in the cell very quickly to keep the oxygen content and temperature consistent and the huge main fan is linked to the roller speed and can produce air flows of over 120 mph.
With our stock power and intercooler data collected, it was now time to install the new Garrett Advancing Motion intercooler at the MotoIQ Garage.
To install the Garrett intercooler, we first had to remove the front bumper assembly. We started by removing the side marker lights.
Then we removed the screws holding the bumper cover in the front of the wheelwell.
Next we had to remove the belly pan between the front lip and the lower engine cover. The late model Civic has good attention to detail regarding the underbody aerodynamics.