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What is a Forced induction Inter Chillers?
In simple terms, we are T-piecing into the car AC system and splitting the refrigerant 50/50 between your cabin and chiller. We also install a solenoid on to the line going to the cabin so you have 2 modes of operation:
Race mode is race track safe as no condensation will leak from the car cabin evaporator.
Our inter chiller core is a patented design, one of the many reasons we are able to get so cold and also have ZERO impact on cabin AC performance.
Once your intercooler fluid passes through the chiller is supercooled to below freezing temperatures which then lowers the intake temps of your water to air intercooler system of a supercharger or turbocharger.
Our inter chiller can be fitted to any car or truck as long as the car has water to air intercooler system (supercharger or turbocharger) and an AC system. It also has no limitation to HP, it can deal with it, so far the biggest build we have been involved with has made 2400HP.
We are able to hot lap the cars at the track back to back with the same consistency every run, by the time you collect your time slip you are back to your minimum intake air temp and ready to go again.
The inter chiller (Forced induction Inter Chillers) is especially useful in drag racing, typically you would perform your burnout and then stage your car, in these circumstances your intake temps are now very high and are only going to get higher as the car has no airflow for cooling, it’s at this point the chiller changes everything. It is not uncommon to have an intake temp after your burnout of 10c (50f) or less on a 30c (86f) day. We have crossed the finish line with intake temps in the low 40’s c (100f) compared to normally crossing at 80-90c (176-194f) on the LSA blower this is a lot of HP being gained!
Force Induction Interchillers provides full customer/technical support to all installations, we are only a phone call or email away
Please Note: before purchasing
The topic of upwards discharge and downwards discharge style blowers comes up in our line of work all the time.
We often find ourselves having to explain to people what the difference is and now instead we can direct those people here to read this tech article.
This tech article is designed to do 2 things:
1. Help you understand how both styles are different
2. How you can help/reduce associated issues
What is an upwards discharge style supercharger?
As the name implies the air that is discharged from the rotor pack is discharged upwards, an example of this would be an LSA supercharger or a Magnuson Heartbeat (there are many other makes but that’s 2 common examples).
After the air exits the rotor pack we have 2 goals with the air, we want to cool the air off with an intercooler and we want to bend the air the least aggressive way possible between the rotor outlet and the intake port of the cylinder head. This is important because the more we bend the air the hotter the air gets and the slower the air speed. If we bend the air too aggressively it will slow in speed and it will get hotter.
What is a downwards Discharge Style Blower?
As the name implies the air that is discharged from the rotor pack is discharged in a downwards direction, an example of this would be a Whipple Supercharger or a Harrop FDFI 2300/2650 (there are many other makes but that’s 2 common examples).
Just like the upwards discharge style blower we have 2 goals with the air, we want to cool the air off with an intercooler and we want to bend the air the least aggressive way possible between our rotor outlet and the intake port in the cylinder head. This is important because the more we bend the air the hotter the air gets and the slower the air speed. If we bend the air too aggressively it will slow in speed and it will get hotter.
Unfortunately downwards discharge style blowers cannot achieve the same level of efficiency in cooling or air flow as an upwards discharge style blower for reasons based around compact design constraints and location of the intercooler.
We have several problems occurring in the downwards discharge blower;
1. The air generally is hitting a flat surface in the base of the blower casing after it exits the rotor pack this forces the air to take sharp 90 degree bends slowing the air speed and heating the air up.
2. Because this flat surface is very close to the engine heat source of 100c (212f) the surface is also extremely hot.
3. The next concern is that the intercooler is trapped in the belly of the blower, basically in or almost in metal to metal contact with the 100c (212f) engine as we all know heat rises and this causes a significant rise in the intercoolers ability to remove heat from the boosted air (more details on this below).
4. Lastly the final issue is the location of the IAT (intake air temperature sensor location) generally this too is getting heat soaked from the 100c (212f) engine heat and not reading true air temps (more on this later).
At this point you’re probably thinking “that’s it I’m selling my supercharger and getting a more efficient one”. Whilst this isn’t an option for everyone there are 2 ways we can improve (not fix) but improve your downwards discharge style blower.
1. Relativity inexpensive you can install one of our thermal reduction blankets, this radiates engine heat away to help reduce the amount of heat absorbed into the belly of the supercharger, more info can be found about how the blanket works and reduces heat soak here
2. Next our goal is to get the blower up off the hot engine, isolating it as best as possible from the engine heat source and the cylinder head heat source, both around 100c (212f) we can achieve this with our blower spacer plates which raise the blower up about 12mm, more info can be found about how the plates function and reduce heat soak here
Now at this point you may very well be thinking “They are trying to make me buy not 1 but 2 products that they sell”. The answer to that assumption is 2 fold yes and no. Yes if you would like to help fix your blowers heat soak issues and no we are only trying to educate you so you can make better choices say if you were in the market looking to buy a supercharger or if you do actually want to help reduce some of your heat soak issues.
Lets get into some facts:
If you call or email today to place an order with us for an interchiller we discuss with you what type of supercharger you have, as example if you said you had a whipple or a harrop blower as mentioned above we will NOT sell you an interchiller unless blower spacer plates and a thermal blanket are also purchased at the same time, or you already have them installed. The reason being is our chiller is trying to get down to a certain temp it physically cannot get to that temp when fighting 100c (212f) engine heat and as a result of this the cabin AC doesn’t function, AC compressor cooling is also lost and eventual failure of the AC compressor occurs. We simply cannot fight that much heat load.