{"product_id":"grimmspeed-05-09-legacy-gt-top-mount-intercooler","title":"GrimmSpeed 05-09 Subaru Legacy GT \/ 08-14 WRX\/ 05-09 Outback XT Top Mount Intercooler (grm090027)","description":"\u003cp\u003eYou probably already know that you want an intercooler with maximum cooling and minimum restriction, but when it comes to selecting the right ‘man for the job’, we think it’s important to understand why. As air is pressurized by your turbo, it heats up, not because of the heat of the turbocharger, but because when they’re compressed, the atoms in the air are forced closer together and as a result, move faster and have more energy. That energy manifests itself as heat. The more heat we can remove from the system, the denser the air becomes and that’s what helps eliminate pre-detonation, or ‘knock’, allowing for increased output from your system. Your OEM TMIC does just fine at stock boost under normal use, but as soon as you start putting some real heat into it with a higher boost or harder use, it heat-soaks beyond recovery.\u003cbr data-mce-fragment=\"1\"\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eDesign\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eThere are two primary considerations in the design of an intercooler: maximum heat transfer and minimum pressure drop. Unfortunately, one causes the other, so finding a perfect balance requires a detailed understanding of the intended application, some serious engineering power, and the highest quality manufacturing processes. Fitment and quality are also critically important to ensure that the most safety-critical part of your turbo system is up to the task every time your foot hits the floor. We began by laser scanning an OEM TMIC to plot the mounting points and space claim in CAD with pinpoint accuracy. At the same time, we designed a custom bar and plate core with overall dimensions, fin density, and fin types that would provide the insane heat transfer area we require with minimal flow restriction. With core size nailed down, we got to work designing end tanks that offered smooth flow, perfect fitment, and even distribution of the hot charge air through the core. Countless revisions were tested in flow simulation before we finally found exactly the characteristics that we wanted. From there, 3D printed prototypes were used to confirm fitment and we began work on manufacturing details in preparation for verification testing and production.\u003cstrong\u003e\u003cbr\u003e\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003eConstruction\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eEach intercooler uses two unique end tanks. The first accepts the hot charge air from the turbo and feeds it to the intercooler core. The second receives the cooled charge air from the core and delivers it to the throttle body. These end tanks are precision cast and machined right here in Minnesota. The bypass valve flange is milled flat and stainless steel studs are permanently installed to ensure that the aluminum threads don’t become damaged and shorten the life of the intercooler. Following the inspection, end tanks are welded to a high-density bar and plate intercoolers before the entire assembly is pressure tested, cleaned and sealed for shipment. 5-ply silicone couplers hold their shape in extreme conditions and ensure that charge air makes it to and from the intercooler with no trouble. Splitters are laser cut from aluminum sheet and CNC bent before being assembled and powder-coated with a durable texture black finish. Stainless steel hardware secures the splitter to the factory hood scoop.\u003cstrong\u003e\u003cbr\u003e\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cstrong\u003ePerformance\u003c\/strong\u003e\u003c\/p\u003e\n\u003cp\u003eWe set up testing to simulate a real-world scenario that’s typically demanding of an intercooler. The test vehicle is a 2012 WRX with a GrimmSpeed downpipe, boost control solenoid, prototype intake, and professional tuning. On a closed course, we accelerated in 3rd gear from 3000rpm to redline repeatedly, with 5-8sec between runs. The temperature was logged via k-type thermocouples between the turbo and the intercooler and between the intercooler and the throttle body on both units. The ambient temperature here in Minnesota for both tests was between 20 and 22 degrees F.\u003cstrong\u003e\u003cbr\u003e\u003c\/strong\u003e\u003c\/p\u003e\n\u003cdiv style=\"text-align: start;\" data-mce-style=\"text-align: start;\"\u003e\u003cimg style=\"float: none;\" alt=\"\" src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/0025\/9709\/3420\/files\/tmic_subaru_0814_gsvsoem_1.jpg?v=1641204217\" data-mce-src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/0025\/9709\/3420\/files\/tmic_subaru_0814_gsvsoem_1.jpg?v=1641204217\" data-mce-style=\"float: none;\"\u003e\u003c\/div\u003e\n\u003cdiv style=\"text-align: start;\" data-mce-style=\"text-align: start;\"\u003eThe results above speak for themselves, but here’s a breakdown. The phase differences between the runs are a result of how quickly we could safely get the car back down to speed for another run, but the important thing to notice is the magnitude of the temperature fluctuations. Predictably, both intercoolers were seeing similar Pre-IC temperatures on each run (180-190F peak), but while the GrimmSpeed Uncoated TMIC kept Post-IC temperatures between 30-40F the entire time, the OEM TMIC fluctuated between 35-75F. This is the kind of consistent cooling that you should expect from a high-quality TMIC and is a function of the geometry and design of the bar and plate core. Our high-density core has a massive heat transfer surface area but maintains a large enough cross-sectional flow area that there’s very little added restriction.\u003c\/div\u003e\n\u003cdiv style=\"text-align: start;\" data-mce-style=\"text-align: start;\"\u003e\u003cimg src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/0025\/9709\/3420\/files\/tmic_subaru_0814_20_original_86548a42-928b-4f72-91cd-b883fcfca134.jpg?v=1641204455\" style=\"float: none;\" data-mce-fragment=\"1\" data-mce-src=\"https:\/\/cdn.shopify.com\/s\/files\/1\/0025\/9709\/3420\/files\/tmic_subaru_0814_20_original_86548a42-928b-4f72-91cd-b883fcfca134.jpg?v=1641204455\" data-mce-style=\"float: none;\"\u003e\u003c\/div\u003e\n\u003cdiv data-mce-style=\"text-align: start;\"\u003eThe charts above represent the average pressure drop and temperature drop for each of the three intercoolers that we tested. It's interesting to see that each intercooler has its stronger and weaker points, which is to be expected. Intercooler design is all about finding the right balance of heat transfer and pressure drop. As you can see here, we've opted for a large heat transfer with a small increase in pressure drop. The stock TMIC creates a smaller pressure drop but sacrifices greatly in heat transfer. The 'other' TMIC that we tested offered heat transfer between OEM and GS but had the highest pressure drop of the three.\u003c\/div\u003e\n\u003cdiv data-mce-style=\"text-align: start;\"\u003e\u003c\/div\u003e\n\u003cdiv data-mce-style=\"text-align: start;\"\u003e\u003cstrong\u003eAPPLICATIONS\u003c\/strong\u003e\u003c\/div\u003e\n\u003cdiv data-mce-style=\"text-align: start;\"\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eSubaru Legacy GT \u003c\/strong\u003e(2005, 2006, 2007, 2008, 2009)\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eSubaru WRX \u003c\/strong\u003e(2008, 2009, 2010, 2011, 2012, 2013, 2014)\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eSubaru Outback XT \u003c\/strong\u003e(\u003cspan data-mce-fragment=\"1\"\u003e2005, 2006, 2007, 2008, 2009)\u003c\/span\u003e\n\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003cp\u003e\u003cstrong\u003eFEATURES\u003c\/strong\u003e\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e17.5in x 8.7in x 3.5in Cross-Flow Core - careful balance of high heat transfer and low-pressure drop\u003c\/li\u003e\n\u003cli\u003eCast Aluminum End Tanks - machined BPV flange for precision fit and perfect seal\u003c\/li\u003e\n\u003cli\u003e5-Ply Silicone Couplers - custom molded and reinforced for demanding environments\u003c\/li\u003e\n\u003cli\u003eWide-Mouth Splitter - collects air from the entire width of the scoop\u003c\/li\u003e\n\u003cli\u003eVibration Isolation Mounting - protect the intercooler system from fatigue due to vibration\u003c\/li\u003e\n\u003cli\u003eStainless Steel BPV Studs - avoid the risk of damaging fragile aluminum threads\u003c\/li\u003e\n\u003cli\u003eCleaned, Inspected, and Sealed Prior to Shipping - prevent motor damage due to foreign matter\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003c\/div\u003e","brand":"GrimmSpeed","offers":[{"title":"Default Title","offer_id":14414873624620,"sku":"grm090027","price":999.0,"currency_code":"USD","in_stock":false}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0025\/9709\/3420\/products\/tmic_subaru_0814wrx_0509lgt_11_1600__90750.1423161761.jpg?v=1681305001","url":"https:\/\/www.kamispeed.com\/products\/grimmspeed-05-09-legacy-gt-top-mount-intercooler","provider":"KamiSpeed.com","version":"1.0","type":"link"}