With the intercooler’s support unbolted it can easily be lowered and removed from the vehicle.
The compressor bypass valve is then removed from the stock intercooler in preparation to be transplanted onto the new Garrett piece.
The OEM compressor bypass valve fits into place and bolts right onto the new Garrett intercooler with zero issues. The stock rubber mounts also transfer over with no modifications needed.
Comparing the stock intercooler to the Garrett side by side you can clearly see the massive difference in size between the two. You can also appreciate the smoother design of the end-tanks which will surely help improve flow.
The thickness difference of the cores is obviously different too! Look at how thick the Garrett core is compared to the stock part.
The OEM hose elbows that attach to the inlet and outlet sides of the stock intercooler are bespoke parts unique to the F-150 and have a built-in o-rings and quick disconnect locks to ensure a leak-free connection. The Garrett intercooler matches right up and the elbows secure with a nice locking click.
13 comments
I’m currently shopping for an Ecoboost F150, the stock intercooler setup just does not makes sense to me. First, with the acres of real estate on the front of an F150, why did they feel the need to put the licence plate right in front of the intercooler opening, covering 80% of it? Second, shutters? really? I mean I understand shutters on a radiator for warm up, but on an intercooler? And I don’t buy the aero benefit… with as much penny pinching as oems do, there’s no way that minuscule aero benefit could justify the price. My money is on the condensation build up Ford suffers with on their turbo cars. But to me thats like using pain killers to deal with a broken bone rather than casting it… I do kinda like the idea of fan on the intercooler tho… prolly helps with low speed high load situations that a truck could see..
These intercoolers are a must-have, especially with the stock turbos!
With the amazing prevalence of turbochargers on vehicles these days, and every tuning company offering a “stage 1” tune that increases boost pressure and fuel delivery, it makes me wonder how many other platforms fall victim to insane intake temperatures when pushed like this. All of the twin turbo German stuff, the turbo 4pot 2.0 everythings etc.
Big strides in compressor aero the past few years!
I just can’t help but think of that engine in a Mustang…
AJ Hartman built a 3.5EB SN95 with the MT82. I bet it’s a riot!
I wish the package was a little smaller. It would be a fun swap engine if the bay is wide enough.
And then got boned by dyno procedures… ah, NASA.
But yeah, again, it seems fun. I wonder if the Link GDI ECU would run one of these well.
The link gdi is four cylinder only unfortunately
Aw. Still, scope to play with the 2.0/2.3 motors.
Did I miss you testing the new intercooler with the same aftermarket tune you ran on the OE turbo/intercooler setup that increased the temps a bunch? If not, did you and what where the temps?
Jeeezlus, power is waaay too easy these days. 435whp on a Superflow on pump gas through a truck drivetrain wasn’t something you could bolt on without sacrifice (comfort, driveability, etc). Now? No problem, hell, you could even finance the parts! 🙂
True words. The 5.0 V8 trucks have 2650 Eaton bolt on supercharger kits that put out 550-600whp all day. It’s insanity.
Hey Ya’ll, I just installed the same Garrett Intercooler on my 2019 F-150 Limited HO 3,5L Eco Boost, I all ready have a built and tuned motor with stock turbos, So looking forward to cooler side temps !