I emailed CVF and they eventually replied. They didn't, however, commit or share that they are/will develop a Raptor high mount.
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With plastic IC it's heats up fast and cools down fast whereas with full ALU ones takes longer to heat up you get far more heat sink takes longer to cool down.
For road racing and higher speed applications ALU is fine because have lots of airflow will control temps reasonably well but for stop and go high stress composite is better because it cools down faster.
Would be nice to have an option for bigger composite IC.
There are plenty of ALU core heat exchanger mfgs so making one is not a big deal engineering the air flow optimized for intake, turbos, and exhaust it the big challenge.
I'm surprised Garrett doesn't offer one. I got one for my HPP Mustang just for fun and it's quality hardware perfectly tunes for their turbos and Mustang systems.
For road racing and higher speed applications ALU is fine because have lots of airflow will control temps reasonably well but for stop and go high stress composite is better because it cools down faster.
Would be nice to have an option for bigger composite IC.
There are plenty of ALU core heat exchanger mfgs so making one is not a big deal engineering the air flow optimized for intake, turbos, and exhaust it the big challenge.
I'm surprised Garrett doesn't offer one. I got one for my HPP Mustang just for fun and it's quality hardware perfectly tunes for their turbos and Mustang systems.
The cooling part of the intercooler is aluminum, the bar and plate or tube and fin depending on style. Only the end tanks are plastic on the OEM unit and aluminum has a far, far greater heat transfer rate than plastic. The end tanks have zero to do with cooling and everything to do with air distribution.
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To the Op, FP tuned with a 2.7 here, I am not even looking at this for my use. I live in SE TN our summer temps are high 90's with 90% humidity. I wheel my rig. If your main purpose is a speed performance use, then I'd say do this. If you are more part of the utility community I'd say, use the dough elsewhere.
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Please don’t make me use the same picturelots of heat sink and airflow match up wuestions in aftermarket s very little in OE and proven airflow
Your CC is begging you to get the Garrett turbos upgrade and /or the aftermarket IC and post 6 dyno runs back to back with 1 min break ....we all wanna see the heat sink in a direct comp with OE!
Maybe the aftermarket guys will do it, but usually they only do one run then need to wait a while hour for heat sink cool down. They never post back to back 6 dyno runs, and the singles are usually done in a poorly ventilated room with no air / and a construction grade fan flowing ambient room air temp at 5 MPH haha road speed simulation.
Show us the data.
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My CC? Where in the world are you getting your data from? Composite intercooler core? Was it part of a Lego set? I have no idea where you’re going with this.
Stock IC is small and gets heat soaked quickly, in turn it also dissipates heat quickly due to having less mass. Ideal for stock day to day use. Is that all you’re saying?
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The results would be pretty obvious to anyone that understands how intercoolers work.
Any larger aftermarket intercooler is going to out perform the factory one in terms of cooling.
They’re both aluminum, yet one has a much larger surface area and core volume.
I think you’re confusing heat sink, with heat soak.
A larger intercooler will have higher heat sink and lower heat soak.
Also, not that the OE plastic/composite end tanks play any part in cooling, but plastic/composite does not cool down faster than aluminum like you previously mentioned. The main reason it’s used on factory parts is because it’s lighter and it costs much less.
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I did hard back-to-back acceleration runs with about one minute in between comparing the stock and CVF intercoolers. I logged the data. The bigger, larger intercooler won. It's on this very forum.
Here's some explanation as to why materials science matters:
Thermal Properties
Aluminum boasts a high thermal conductivity of about 205 W/m·K, making it suitable for applications requiring efficient heat dissipation, such as in heat exchangers and electronic housings. In contrast, carbon fiber composites have much lower thermal conductivity, ranging from 5 to 10 W/m·K. This lower thermal conductivity makes carbon fiber less effective for heat transfer but advantageous for insulating applications.
- https://shop.machinemfg.com/carbon-fiber-vs-aluminum-a-comprehensive-comparison/
Here's a bunch of data on materials that includes thermal conductivity which is directly related to heat soak, when part or materials just can't absorb or dissipate any more heat.
https://thermtest.com/thermal-resources/materials-database
I’ll throw in a little practical observation re: bigger after market intercoolers ( Ive got a Whipple)...
if you drive your Raptor in a way that may result in bashing your bash plate from time to time, you’ll want to do some trimming on the bash plate.
Fortunately my plate was bashed before I installed my intercooler, so it was clear bash plate to intercooler contact is very possible. I needed to trim it to get it back on. I trimmed quite a bit (close to the reinforcement bracket) to clear with plenty of room for future bashings.
I also found leaving the shutter motor detached throws a DTC, but does not light anything on the dash. Ultimately I removed Whipple ACC bracket, reconnected the shutter motor and zip tied it up near the headlight. Now I have unimpeded air flow to the IC. Significantly better than stock.
if you drive your Raptor in a way that may result in bashing your bash plate from time to time, you’ll want to do some trimming on the bash plate.
Fortunately my plate was bashed before I installed my intercooler, so it was clear bash plate to intercooler contact is very possible. I needed to trim it to get it back on. I trimmed quite a bit (close to the reinforcement bracket) to clear with plenty of room for future bashings.
I also found leaving the shutter motor detached throws a DTC, but does not light anything on the dash. Ultimately I removed Whipple ACC bracket, reconnected the shutter motor and zip tied it up near the headlight. Now I have unimpeded air flow to the IC. Significantly better than stock.
It's not material except on high level competition and ultra wealthy desert play toys likely immeasurable benefit relative to yet another huge aftermarket weight penalty even if comparable with the non CF composites OEs are using.
Weight penalties are significant usually in the wort please in front of front axle which is why OEs use light weight composite ones.
I have put aftermarket ICs on practically everything when avail from tier 1 like Garrett just for placebo affect. I've not noticed any difference and no measurable time 0-60 at all when measured to 100th sec.
Will never touch these after market using generic cores sourced from wherever with proprietary tanks and interfaces, usually with embarrassing welds, vs Garrett robotic welds.
I would buy a Garrett IC tomorrow because I know it's a perfect match to the Garrett turbos and air intakes....just because they look cool with very nice build quality and I might get better airflow.
Weight penalties are significant usually in the wort please in front of front axle which is why OEs use light weight composite ones.
I have put aftermarket ICs on practically everything when avail from tier 1 like Garrett just for placebo affect. I've not noticed any difference and no measurable time 0-60 at all when measured to 100th sec.
Will never touch these after market using generic cores sourced from wherever with proprietary tanks and interfaces, usually with embarrassing welds, vs Garrett robotic welds.
I would buy a Garrett IC tomorrow because I know it's a perfect match to the Garrett turbos and air intakes....just because they look cool with very nice build quality and I might get better airflow.
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