Intercooler

An intercooler is any mechanical device used to

cool a fluid, including liquids or gases, between
stages of a multi-stage compression process,
typically a heat exchanger that removes waste heat
in a gas compressor.[1] They are used in many
applications, including air compressors, air
conditioners, refrigerators, and gas turbines, and
are widely known in automotive use as an air-to-air
or air-to-liquid cooler for forced induction
(turbocharged or supercharged) internal
combustion engines to improve their volumetric
The intercooler (top) of this 1910 Ingersoll Rand air
efficiency by increasing intake air charge density
compressor extracts waste heat between the two
through nearly isobaric (constant pressure) cooling.
compressor stages.

Contents
Air Compressors
Internal combustion engines
Applications to forced induction
Air-to-liquid intercoolers
Charge air cooler
Notes

Air Compressors
Intercoolers are utilized to remove the waste heat from the first stage of two-stage air compressors. Two-stage
air compressors are manufactured because of their inherent efficiency. The cooling action of the intercooler is
principally responsible for this higher efficiency. Removing the heat-of-compression from the discharge of the
first stage has the effect of densifying the air charge. This, in-turn, allows the second stage to produce more
work from its fixed compression ratio.

Internal combustion engines

Intercoolers increase the efficiency of the induction system by
reducing induction air heat created by the supercharger or
turbocharger and promoting more thorough combustion. This
removes the heat of compression (i.e., the temperature rise) that
occurs in any gas when its pressure is raised (i.e. its unit mass per
unit volume - density - is increased).
Two-stage compressor pump
showing location of the intercooler.
A decrease in intake air charge temperature sustains use of a more
dense intake charge into the engine, as a result of forced induction.
The lowering of the intake charge air temperature also eliminates the danger of pre-detonation (knock) of the
fuel/air charge prior to timed spark ignition. This preserves the benefits of more fuel/air burn per engine
cycle, increasing the output of the engine.

Intercoolers also eliminate the need for using the wasteful method of lowering intake charge temperature by
the injection of excess fuel into the cylinders' air induction chambers, to cool the intake air charge, prior to its
flowing into the cylinders. This wasteful practice (before intercoolers were used) nearly eliminated the gain
in engine efficiency from forced induction, but was necessitated by the greater need to prevent at all costs the
engine damage that pre-detonation engine knocking causes.[2]

The inter prefix in the device name originates from its use as a cooler in between compression cycles.
Typically in automobiles the intercooler is placed between the turbocharger (or supercharger) and the engine
(the piston compression produces the next compression cycle). Aircraft engines are sometimes built with
charge air coolers that were installed between multiple stages of forced induction, thus the designation of
inter. In a vehicle fitted with two-stage turbocharging, it is possible to have both an intercooler (between the
two turbocharger units) and an aftercooler (between the second-stage turbo and the engine). The JCB
Dieselmax land speed record-holding car is an example of such a system. In general, an intercooler or
aftercooler is said to be a charge-air cooler.

Intercoolers can vary dramatically in size, shape and design, depending on the performance and space
requirements of the entire supercharger system. Common spatial designs are front mounted intercoolers
(FMIC), top mounted intercoolers (TMIC) and hybrid mount intercoolers (HMIC). Each type can be cooled
with an air-to-air system, air-to-liquid system, or a combination of both.

Applications to forced induction

Turbochargers and
superchargers are
engineered to force more air
mass (and thus more oxygen
molecules) into an engine's
intake manifold and
combustion chamber.
Intercooling is a method used
The engine bay of a 2003 MINI to compensate for heating Interior close up view of an air-to-air
Cooper S—the top mounted caused by supercharging, a intercooler.
intercooler is circled in red. natural byproduct of the
semi-adiabatic compression
process. Increased air
pressure can result in an excessively hot intake charge, significantly
reducing the performance gains of supercharging due to decreased
density. Increased intake charge temperature can also increase the
cylinder combustion temperature, causing detonation, excessive
wear, or heat damage to an engine block or pistons.
Exterior of the same intercooler
Passing a compressed and heated intake charge through an
core.
intercooler reduces its temperature (due to heat rejection) and
pressure (due to flow restriction of fins). If the device is properly
engineered, the relative decrease in temperature is greater than the relative loss in pressure, resulting in a
net increase in density. This increases system performance by recovering some losses of the inefficient
compression process by rejecting heat to the atmosphere. Additional cooling can be provided by externally
spraying a fine mist onto the intercooler surface, or even into the intake air itself, to further reduce intake
charge temperature through evaporative cooling.

Intercoolers that exchange their heat directly with the atmosphere are designed to be mounted in areas of an
automobile with maximum air flow. These types are mainly mounted in front mounted systems (FMIC). Cars
such as the Nissan Skyline, Saab, Volvo 200 Series Turbo, Volvo 700 Series (and 900 series) turbo, Dodge SRT-4,
1st gen Mazda MX-6, Mitsubishi Lancer Evolution and Chevrolet Cobalt SS all use front mounted intercooler(s)
mounted near the front bumper, in line with the car's radiator.

Many other turbo-charged cars, particularly where the aesthetics of the car are not to be compromised by top
mount scoops, such as the Toyota Supra (JZA80 only), Nissan 300ZX Twin Turbo, Nissan Silvia (S13/14/14a/15),
Nissan 180sx, Mitsubishi 3000gt, Saab 900, Volkswagen, Fiat Turbo diesels, Audi TT, and Turbo Mitsubishi
Eclipse use side-mounted air-to-air intercoolers (SMIC), which are mounted in the front corner of the bumper
or in front of one of the wheels. Side-mounted intercoolers are generally smaller, mainly due to space
constraints, and sometimes two are used to gain the performance of a larger, single intercooler. Cars such as
the Subaru Impreza WRX, MINI Cooper S, Toyota Celica GT-Four, Nissan Pulsar GTI-R, Acura RDX,
Mazdaspeed3, Mazdaspeed6, and the PSA Peugeot Citroën turbo diesels, use air-to-air top mounted
intercoolers (TMIC) located on top of the engine. Air is directed through the intercooler through the use of a
hood scoop. In the case of the PSA cars, the air flows through the grille above the front bumper, then through
under-hood ducting. Top mounted intercoolers sometimes suffer from heat diffusion due to proximity with
the engine, warming them and reducing their overall efficiency. Some World Rally Championship cars use a
reverse-induction system design whereby air is forced through ducts in the front bumper to a horizontally
mounted intercooler.

Because FMIC systems require open bumper design for optimal

performance, the entire system is vulnerable to debris. Some
engineers choose other mount locations due to this reliability
concern. FMICs can be located in front of or behind the radiator,
depending on the heat dissipation needs of the engine.

As well as allowing a greater mass of air to be admitted to an engine,

intercoolers have a key role in controlling the internal temperatures
in a turbocharged engine. When fitted with a turbo (as with any form
of supercharging), the engine's specific power is increased, leading to Fitting an after market front mount
higher combustion and exhaust temperatures. The exhaust gases intercooler to a car with a factory
installed top mount.
passing through the turbine section of the turbocharger are usually
around 450 °C (840 °F), but can be as high as 1000 °C (1830 °F) under
extreme conditions. This heat passes through the turbocharger unit and contributes to the heating of the air
being compressed in the compressor section of the turbo. If left uncooled, this hot air enters the engine,
further increasing internal temperatures. This leads to a build-up of heat that will eventually stabilise, but
this may be at temperatures in excess of the engine's design limits- 'hot spots' at the piston crown or exhaust
valve can cause warping or cracking of these components. High air charge temperatures will also increase the
possibility of pre-ignition or detonation. Detonation causes damaging pressure spikes in the engine's
cylinders, which can quickly damage an engine. These effects are especially found in modified or tuned
engines running at very high specific power outputs. An efficient intercooler removes heat from the air in the
induction system, preventing the cyclic heat build-up via the turbocharger, allowing higher power outputs to
be achieved without damage.
Compression by the turbocharger causes the intake air to heat up and heat is added due to compressor
inefficiencies (adiabatic efficiency). This is actually the greater cause of the increase in air temperature in an
air charge. The extra power obtained from forced induction is due to the extra air available to burn more fuel
in each cylinder. This sometimes requires a lower compression ratio be used, to allow a wider mapping of
ignition timing advance before detonation occurs (for a given fuel's octane rating). On the other hand, a lower
compression ratio generally lowers combustion efficiency and costs power.

Some high performance tuning companies measure the temperature before and after the intercooler to
ensure the output temperature is as close to ambient as possible (without additional cooling; water/liquid gas
spray kits).

Air-to-liquid intercoolers
Air-to-liquid intercoolers, also known as Charge Air Coolers, are
heat exchangers that transfer intake charge heat to an intermediate
fluid, usually water, which finally rejects heat to the air. These
systems use radiators in other locations, usually due to space
constraints, to reject unwanted heat, similar to an automotive
radiator cooling system. Air-to-liquid intercoolers are usually heavier
than their air-to-air counterparts due to additional components
making up the system (water circulation pump, radiator, fluid, and
plumbing). The Toyota Celica GT-Four had this system from 1988 to A custom-built air-to-water
1989, 1994 to 1999, also in the Carlos Sainz Rally Championship intercooler, as used in a time attack
Version from 1990 to 1993. The 1989-1993 Subaru Legacy with the 2.0 car.
L DOHC flat-4 engine also used a top installed air-to-water intercooler
on the GT and RS models sold in Japan, Europe, and Australia.

A big advantage of the air-to-liquid setup is the lower overall pipe

and intercooler length, which offers faster response (lowers turbo
lag), giving peak boost faster than most front-mount intercooler
setups. Some setups have reservoirs that can hold ice, producing
intake temperatures lower than ambient air, giving a big advantage
(but of course, ice would need constant replacement).
S55 engine in a 2014 BMW M3; the
Ford had adopted the technology when they decided to use forced
cuboid-shaped metal component is
induction (via Supercharger) on their Mustang Cobra and Ford
the air-to-liquid charge air cooler.
Lightning truck platforms. It uses a water/glycol mixture intercooler
inside the intake manifold, just under the supercharger, and has a
long heat exchanger front mounted, all powered by a Bosch pump made for Ford. Ford still uses this
technology today with their Shelby GT500. The 2005-2007 Chevrolet Cobalt SS Supercharged also utilizes a
similar setup.

Air-to-liquid intercoolers are by far the most common form of intercooler found on marine engines, given
that a limitless supply of cooling water is available and most engines are located in closed compartments
where obtaining a good flow of cooling air for an air-to-air unit would be difficult. Marine intercoolers take
the form of a tubular heat exchanger with the air passing through a series of tubes and cooling water
circulating around the tubes within the unit's casing. The source of water for the intercooler depends on the
exact cooling system fitted to the engine. Most marine engines have fresh water circulating within them
which is passed through a heat exchanger cooled by sea water. In such a system, the intercooler will be
attached to the sea water circuit and placed before the engine's own heat exchanger to ensure a supply of
cool water.
Charge air cooler
A charge air cooler is used to cool engine air after it has passed through a turbocharger, but before it enters
the engine. The idea is to return the air to a lower temperature, for the optimum power for the combustion
process within the engine.

Charge air coolers range in size depending on the engine. The

smallest are most often referred to as intercoolers and are attached to
automobile engines or truck engines. The largest are reserved for use
on huge marine diesel engines, and can weigh over 2 tonnes (see
picture).

4-stroke diesel engine coolers Marine diesel engine charge-air coolers are still manufactured in
Europe, despite the very largest engines mostly being built in the Far
East. Vestas aircoil A/S and GEA are the oldest makers still in
business.

The first marine diesel engine charge air cooler was built by Vestas aircoil A/S in 1956.

There is some confusion in terminology between aftercooler, intercooler, and charge-air cooler. In the past,
aircraft engines would run turbochargers in stages, where the first stage compressor would feed the inlet of
the second stage compressor that would further compress the air before it enters the engine. Due to the
extremely high pressures that would develop, an air cooler was positioned between the first and second stage
compressors. That cooler was the "Intercooler".

Another cooler would be positioned after the second stage, which was the final compressor stage, and that
was the "aftercooler". An aftercooler was the cooler whose outlet fed the engine.

A charge-air cooler is simply an all-encompassing term, meaning that

it cools the turbo's air charge before it is routed into the engine.
Usually a charge-air cooler means an air-to-air cooler where the heat
is rejected using ambient air flowing through the heat exchanger,
much like the engine's coolant radiator. While the multi-stage
turbocharger systems are still in use in some tractor pull classes,
selected high-performance diesels, and are also being used on newer
late model commercial diesels, the term intercooler and aftercooler
Location of cooler on large diesel
are used synonymously today. The term intercooler is widely used to engine
mean in-between the Turbocharger and the engine. Both terms,
intercooler or aftercooler, are correct, but this is the origin of the two
terms that are used interchangeably by all levels of experts.

An intercooler, or "Charge-Air Cooler", is an air-to-air or air-to-liquid heat exchange device used on

turbocharged and supercharged (forced induction) internal combustion engines to improve their volumetric
efficiency by increasing intake air-charge density through isochoric cooling. A decrease in air intake
temperature provides a denser intake charge to the engine and allows more air and fuel to be combusted per
engine cycle, increasing the output of the engine.

The inter prefix in the device name originates from historic compressor designs. In the past, aircraft engines
were built with Charge-Air Coolers that were installed between multiple stages of supercharging, thus the
designation of inter. Modern automobile designs are technically designated aftercoolers because of their
placement at the end of supercharging chain. This term is now considered archaic in modern automobile
terminology since most forced induction vehicles have single-stage superchargers or turbochargers. In a
vehicle fitted with two-stage turbocharging, it is possible to have both an intercooler (between the two
turbocharger units) and an aftercooler (between the second-stage turbo and the engine). In general, an
intercooler or aftercooler is said to be a Charge-Air Cooler. Text taken from Av-Tekk Charge-Air Coolers
website (http://www.avtekk.com)

Notes
1. Dictionary definitions:
intercooler, n. Oxford English Dictionary. Second edition, 1989; online version December 2011. Accessed 31
December 2011. First published in A Supplement to the OED II, 1976.
Intercooler (http://dictionary.reference.com/browse/intercooler). Reference.com
Intercooler (http://www.merriam-webster.com/dictionary/intercooler). Merriam-Webster
2. "Garrett Turbochargers - Performance Parts and Accessories - D&W Performance" (http://www.dwperformance.co
m/sport-compact-performance.aspx). Dwperformance.com. Retrieved 2010-07-04.

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