GrimmSpeed Top Mount Intercooler, Splitter, Y-Pipe - Product Release - Subaru Enthusiasts Car Club of the Sierras

GrimmSpeed · 2013-06-17, 08:42 AM

GrimmSpeed Top Mount Intercooler
MSRP: $679.99

GrimmSpeed TMIC Product Information

Quick Specs
Smooth End Tank Internal Contours - Designed for maximum flow
Machined Throttle Body Connection - Tight, leak and trouble-free seal
Machined Flange Faces and Internal Bores - Maximum pressure-tightness and unrestricted flow
Permanent Mold End Tank Tooling and Casting - Allows much tighter tolerances and higher strength
Stainless Steel Threaded Inserts - Prevent cross-threading or damaged threads
High-Density, High-Flow Core - Optimizes heat transfer and minimizes flow restriction for turbo Subarus
Cleaned, Inspected and Sealed Prior to Shipping - Prevent Motor Damage Due To Foreign Matter

General Design

There are two primary considerations in the design of an intercooler: maximum heat transfer and minimum pressure drop. 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. Rather than designing the largest possible core, or the core with the highest possible fin density, we created a well-rounded unit that’s designed specifically for Subaru’s making up to 550whp. That said, this particular core flows over 1500CFM and will support up to 575hp before it’s likely that a FMIC might be better suited for your system. To achieve the quality, tight tolerances, pressure tightness and strength that we required, permanent mold casting became our only option. Each and every end tank is cast from the same CNC machined mold, ensuring not just dimensionally perfect castings with an amazing surface finish, but also excellent repeatability. With this method, we have perfect control over both the internal and external contours of each casting. After casting, every single mating surface is precision machined for a leak-free finish and unbeatable fitment. We will not be outdone.

Assembly

We designed tabs to be laser cut and CNC bent from 5052 aluminum, selected for its ductile nature, to ensure that the bending and welding processes don’t compromise their integrity. These will accept your stock TMIC bushings and offer plenty of adjustability for tweaked brackets and ‘creative’ turbo setups. After each component has been inspected, our welder, Josh, hand TIGs each and every assembly. From there, each assembly is pressure tested to 50psi and is thoroughly cleaned before it’s sealed up and prepared for shipping.

Performance

Performance is a difficult subject when discussing a top mount intercooler that can be used in many different systems, often times with different goals. For that reason, we’ve opted to use primarily stock-turbo cars running higher boost. This particular 2.0l TD04 car is running full exhaust (catted), a GrimmSpeed EBCS and a 19psi tune. First, we tested pressure drop to ensure that our aggressive core design didn’t negate its benefits with a massive pressure drop. The graph below shows boost pressure in the inlet and outlet end tanks, as well as the calculated pressure drop and a trendline. Because of sampling rates and the nature of the pulsing system, you’ll notice that there is a great deal of noise in the pressure drop measurements. What’s important is the trend and as you can see, the maximum recorded pressure drop is just above .2psi with an average of around .1psi. Data was collected using a DATAQ DI-148U sampling a pair of ProSense pressure transmitters at 240Hz. Next, we tested inlet and outlet temperatures using a pair of K-type thermocouples and high frequency multimeters. What we found is that with a stock turbo, the OEM WRX TMIC seemed to keep up OK until 5000rpm or so. At that point, the efficiency of the OEM TMIC drops off very quickly. As we continued doing pulls, performance of the OEM TMIC degraded very quickly and the GrimmSpeed TMIC refused to budge, no matter how much heat we put into it. The graph below shows the post-IC temperatures for the GrimmSpeed TMIC vs. OEM TMIC. Note that these pulls were both completed after the same warm-up procedure (a series of shorter pulls) but before the OEM TMIC was fully heat soaked (and just about useless). Lastly, the third graph shows the calculated efficiency for these two top mounts based on temperatures taken from the same two pulls. This graph shows that even before it’s heat-soaked, efficiency of the OEM TMIC begins to drop significantly after 3800rpm.

Of course, power figures vary from dyno to dyno, and actual power gains will vary from setup to setup. What's shown below are the actual before and after power curves for a Forester XT running a vf39 on an auto trans. After the first pull, the car was tuned for the GrimmSpeed TMIC, to take advantage of the additional cooling and much lower pressure drop. At 5000rpm, the car picked up an additional 35whp and 37ftlb.

Fitments

02-07 Subaru Impreza WRX
04-13 Subaru Impreza STI
Subaru Forester XT
Baja Turbo

Y-Pipe
MSRP: $99.99

GrimmSpeed Y-Pipe Product Information

Tired of installing and reinstalling your OEM or aftermarket top mount intercooler using your awful, hard-plastic OEM y-pipe? Just bought an aftermarket or STI TMIC that require an STI y-pipe to fit? Want to stop choking your TMIC with those tiny plastic baffles? Maybe you're just looking to freshen up your engine bay with a touch of GrimmSpeed style. Well, there's something for everybody with the GrimmSpeed Y-Pipe Kit.

Two-Piece Casting - Allows for maximum adjustability/flexibility
Extra-Thick Flanges - Prevent heat and vibration from cracking casting
Machined Flanges - Ensures a leak-free seal, every time
5-Ply High-Grade Silicone Couplers - Smooth interior to maximize airflow and minize restriction
Heat Resistant Reinforcement - Couplers keep their shap, even at high boost levels
Stainless Steel T-Bolt Clamps - Rust-proof construction with locking nuts

TMIC Splitter
MSRP: $199.99

GrimmSpeed TMIC Splitter Product Information

Tired of popping your hood only to have that ugly OEM Splitter remind you of how badly it deprives your fancy TMIC of the cool, ambient air that it requires? Perhaps you’ve upgraded to an STI scoop and want to really make use of that extra air? Maybe you’ve already got an STI splitter but want to squeeze every ounce of performance out of your top mount. After frustrations with this and more, the GrimmSpeed team has the real solution. Well, five real solutions. Introducing, the GrimmSpeed TMIC Splitter lineup.

70% Increase in flow capacity to your TMIC - Massively improves your TMIC's ability to remove heat
Maximizes TMIC Efficiency - Lowers TMIC outlet temps, enables more aggressive tuning
Designed for even flow distribution - Forces entire core work to cool the hot charge air
CAD design and simulation - Ensures both fitment and function
CNC Laser Cut 5052 Aluminum - Resists fatigue due to heat and vibration
Durable DuPont Black Powdercoat - Protects splitter with an OEM finish
Custom EPDM Rubber Gasket - Provides excellent seal and longevity

Contact us with any questions!

Matt
Engineering

MikeK · 2013-06-17, 03:42 PM

How are the numbers on the efficiency graph calculated? What does "efficiency" mean in this context?

GrimmSpeed · 2013-06-18, 06:52 AM

Quote:

Originally Posted by MikeK

How are the numbers on the efficiency graph calculated? What does "efficiency" mean in this context?

The efficiency of a heat exchanger is pretty simple. In this case, 100% efficiency would be if the intercooler could cool the charge air all the way down to ambient temperature. Since that isn't physically possible with an air/air intercooler, we typically settle for 80-90%. Efficiency doesn't, however, take into account pressure drop, so it's really not a fair thing to consider on its own.

Here's the equation that's used:

Does that help? Let me know if you've got other questions! It's worth nothing here that the ambient temps were a bit higher (a few hours later in the day) for the pulls with the GS TMIC and efficiency was calculated accordingly.

Matt Beenen
Engineering

cody · 2013-06-18, 08:26 AM

Why would the pre-IC temperature range be so much bigger OEM Vs. GS? How does an object downstream affect the input range like that?

Seems like the stock IC is doing a pretty good job considering the air it's being fed is so much hotter no?

GrimmSpeed · 2013-06-18, 10:08 AM

You're explanation is exactly right. There are a couple explanations. The simplest is that they were tested under slightly different conditions, but also that with the increased pressure drop in the OEM unit, the turbo has to work harder to make the same amount of 'delivered boost'. Compressing the air is what increases it's temperature, so the harder the turbo works to make boost, the hotter the compressor exit temps are. The 'Pre-IC' temps shown above are collected just before the TMIC; they are not IATs, taken at the MAF.

The temps plotted are also before any heat soak, so the OEM TMIC keeps up with the stock turbo pretty well. We've got a lot of these in tester hands, so there will be a wealth of data available shortly, but when the OEM TMIC heatsoaks, it becomes darn near useless. The GS stays very consistent.

If you're a numbers guy, keep an eye out for more reviews and testers. We've got guys knocking on 600whp already!

Matt Beenen
Engineering

cody · 2013-06-18, 10:31 AM

Interesting. I've always considered a TMIC unnecessary for my stage 2 setup (autocross, street and some track days).

You indicate that the pressure drop of the GS TMIC is around .1 to .2 psi.

Quote:

What’s important is the trend and as you can see, the maximum recorded pressure drop is just above .2psi with an average of around .1psi.

"See" where? Is this referring to one of the graphs?

What's the pressure drop on the stock unit?

It seems like the implication is that the lower pressure drop on the GS unit will allow more power (with tuning) by benefiting the efficiency of the flow and cooling through the TMIC. Any benefit to spool?

GrimmSpeed · 2013-06-18, 11:00 AM

Quote:

Originally Posted by cody

Interesting. I've always considered a TMIC unnecessary for my stage 2 setup (autocross, street and some track days).

You indicate that the pressure drop of the GS TMIC is around .1 to .2 psi.

"See" where? Is this referring to one of the graphs?

What's the pressure drop on the stock unit?

It seems like the implication is that the lower pressure drop on the GS unit will allow more power (with tuning) by benefiting the efficiency of the flow and cooling through the TMIC. Any benefit to spool?

Good catch, my pressure drop chart must not have made the cut in the product description. It's a good one though, so I'll get that fixed. For now, I've attached it to this post. The pressure drop is shown as a trend line, as there's a ton of noise in the data. The data does, however, stay between .1 and .2psi.

You're analysis is correct. One thing to keep in mind with any larger TMIC is that the increased thermal mass in the engine bay does mean that it holds more heat when your car is just sitting. Proper management of the heat in your engine bay (heat wrap, heat shields, turbo blankets, thermal coatings, etc) can minimize those issues, though. On a stage 2 car, you can definitely expect to see more consistent post-IC temps and more resistance to heat soak while the car's moving.

Matt Beenen
Engineering

2013-06-17, 08:42 AM	#1
GrimmSpeed EJ22 Join Date: May 2008 Posts: 244	GrimmSpeed Top Mount Intercooler, Splitter, Y-Pipe - Product Release GrimmSpeed Top Mount Intercooler MSRP: $679.99 GrimmSpeed TMIC Product Information Quick Specs Smooth End Tank Internal Contours - Designed for maximum flow Machined Throttle Body Connection - Tight, leak and trouble-free seal Machined Flange Faces and Internal Bores - Maximum pressure-tightness and unrestricted flow Permanent Mold End Tank Tooling and Casting - Allows much tighter tolerances and higher strength Stainless Steel Threaded Inserts - Prevent cross-threading or damaged threads High-Density, High-Flow Core - Optimizes heat transfer and minimizes flow restriction for turbo Subarus Cleaned, Inspected and Sealed Prior to Shipping - Prevent Motor Damage Due To Foreign Matter General Design There are two primary considerations in the design of an intercooler: maximum heat transfer and minimum pressure drop. 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. Rather than designing the largest possible core, or the core with the highest possible fin density, we created a well-rounded unit that’s designed specifically for Subaru’s making up to 550whp. That said, this particular core flows over 1500CFM and will support up to 575hp before it’s likely that a FMIC might be better suited for your system. To achieve the quality, tight tolerances, pressure tightness and strength that we required, permanent mold casting became our only option. Each and every end tank is cast from the same CNC machined mold, ensuring not just dimensionally perfect castings with an amazing surface finish, but also excellent repeatability. With this method, we have perfect control over both the internal and external contours of each casting. After casting, every single mating surface is precision machined for a leak-free finish and unbeatable fitment. We will not be outdone. Assembly We designed tabs to be laser cut and CNC bent from 5052 aluminum, selected for its ductile nature, to ensure that the bending and welding processes don’t compromise their integrity. These will accept your stock TMIC bushings and offer plenty of adjustability for tweaked brackets and ‘creative’ turbo setups. After each component has been inspected, our welder, Josh, hand TIGs each and every assembly. From there, each assembly is pressure tested to 50psi and is thoroughly cleaned before it’s sealed up and prepared for shipping. Performance Performance is a difficult subject when discussing a top mount intercooler that can be used in many different systems, often times with different goals. For that reason, we’ve opted to use primarily stock-turbo cars running higher boost. This particular 2.0l TD04 car is running full exhaust (catted), a GrimmSpeed EBCS and a 19psi tune. First, we tested pressure drop to ensure that our aggressive core design didn’t negate its benefits with a massive pressure drop. The graph below shows boost pressure in the inlet and outlet end tanks, as well as the calculated pressure drop and a trendline. Because of sampling rates and the nature of the pulsing system, you’ll notice that there is a great deal of noise in the pressure drop measurements. What’s important is the trend and as you can see, the maximum recorded pressure drop is just above .2psi with an average of around .1psi. Data was collected using a DATAQ DI-148U sampling a pair of ProSense pressure transmitters at 240Hz. Next, we tested inlet and outlet temperatures using a pair of K-type thermocouples and high frequency multimeters. What we found is that with a stock turbo, the OEM WRX TMIC seemed to keep up OK until 5000rpm or so. At that point, the efficiency of the OEM TMIC drops off very quickly. As we continued doing pulls, performance of the OEM TMIC degraded very quickly and the GrimmSpeed TMIC refused to budge, no matter how much heat we put into it. The graph below shows the post-IC temperatures for the GrimmSpeed TMIC vs. OEM TMIC. Note that these pulls were both completed after the same warm-up procedure (a series of shorter pulls) but before the OEM TMIC was fully heat soaked (and just about useless). Lastly, the third graph shows the calculated efficiency for these two top mounts based on temperatures taken from the same two pulls. This graph shows that even before it’s heat-soaked, efficiency of the OEM TMIC begins to drop significantly after 3800rpm. Of course, power figures vary from dyno to dyno, and actual power gains will vary from setup to setup. What's shown below are the actual before and after power curves for a Forester XT running a vf39 on an auto trans. After the first pull, the car was tuned for the GrimmSpeed TMIC, to take advantage of the additional cooling and much lower pressure drop. At 5000rpm, the car picked up an additional 35whp and 37ftlb. Fitments 02-07 Subaru Impreza WRX 04-13 Subaru Impreza STI Subaru Forester XT Baja Turbo Y-Pipe MSRP: $99.99 GrimmSpeed Y-Pipe Product Information Tired of installing and reinstalling your OEM or aftermarket top mount intercooler using your awful, hard-plastic OEM y-pipe? Just bought an aftermarket or STI TMIC that require an STI y-pipe to fit? Want to stop choking your TMIC with those tiny plastic baffles? Maybe you're just looking to freshen up your engine bay with a touch of GrimmSpeed style. Well, there's something for everybody with the GrimmSpeed Y-Pipe Kit. Two-Piece Casting - Allows for maximum adjustability/flexibility Extra-Thick Flanges - Prevent heat and vibration from cracking casting Machined Flanges - Ensures a leak-free seal, every time 5-Ply High-Grade Silicone Couplers - Smooth interior to maximize airflow and minize restriction Heat Resistant Reinforcement - Couplers keep their shap, even at high boost levels Stainless Steel T-Bolt Clamps - Rust-proof construction with locking nuts TMIC Splitter MSRP: $199.99 GrimmSpeed TMIC Splitter Product Information Tired of popping your hood only to have that ugly OEM Splitter remind you of how badly it deprives your fancy TMIC of the cool, ambient air that it requires? Perhaps you’ve upgraded to an STI scoop and want to really make use of that extra air? Maybe you’ve already got an STI splitter but want to squeeze every ounce of performance out of your top mount. After frustrations with this and more, the GrimmSpeed team has the real solution. Well, five real solutions. Introducing, the GrimmSpeed TMIC Splitter lineup. 70% Increase in flow capacity to your TMIC - Massively improves your TMIC's ability to remove heat Maximizes TMIC Efficiency - Lowers TMIC outlet temps, enables more aggressive tuning Designed for even flow distribution - Forces entire core work to cool the hot charge air CAD design and simulation - Ensures both fitment and function CNC Laser Cut 5052 Aluminum - Resists fatigue due to heat and vibration Durable DuPont Black Powdercoat - Protects splitter with an OEM finish Custom EPDM Rubber Gasket - Provides excellent seal and longevity Contact us with any questions! Matt Engineering

2013-06-18, 08:26 AM	#4
cody Candy Mountain Real Name: Cody Join Date: May 2005 Location: Californication Posts: 7,751 Car: 03 Pussy Wagon, now with more pink! Class: TESP OMG Internet!	Why would the pre-IC temperature range be so much bigger OEM Vs. GS? How does an object downstream affect the input range like that? Seems like the stock IC is doing a pretty good job considering the air it's being fed is so much hotter no? __________________ Slow and low, that is the tempo.

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2013-06-17, 03:42 PM	#2
MikeK Captain Turbo Join Date: Feb 2004 Location: Reno Posts: 3,318 Car: 05 STi	How are the numbers on the efficiency graph calculated? What does "efficiency" mean in this context?

2013-06-18, 10:08 AM	#5
GrimmSpeed EJ22 Join Date: May 2008 Posts: 244	You're explanation is exactly right. There are a couple explanations. The simplest is that they were tested under slightly different conditions, but also that with the increased pressure drop in the OEM unit, the turbo has to work harder to make the same amount of 'delivered boost'. Compressing the air is what increases it's temperature, so the harder the turbo works to make boost, the hotter the compressor exit temps are. The 'Pre-IC' temps shown above are collected just before the TMIC; they are not IATs, taken at the MAF. The temps plotted are also before any heat soak, so the OEM TMIC keeps up with the stock turbo pretty well. We've got a lot of these in tester hands, so there will be a wealth of data available shortly, but when the OEM TMIC heatsoaks, it becomes darn near useless. The GS stays very consistent. If you're a numbers guy, keep an eye out for more reviews and testers. We've got guys knocking on 600whp already! Matt Beenen Engineering