Authorised Garrett Distributor, Selling Direct To The Trade And Public
Map
About Us
Products and Services
Additional Locations
FAQs
R.M Turbochargers is one of Australia's leading Garrett turbocharger distributors. We specialise in distribution of Garrett turbochargers, parts and accessories. We also service turbochargers for all makes and models of cars, 4WDs and trucks. We are your one-stop-shop for everything turbocharger related.
We carry a range of Garrett and universal products to suit most turbocharger applications, including:
Open Monday - Friday
Intercoolers
Engine Management, Installations
Cummins, Ford, Garrett, Holset, IHI, Jeep, KKK, Land Rover, Mazda, Mitsubishi, Nissan, Rapid, Schwitzer, Subaru, Toyota, Turbosmart, Volvo
Delivery, Free Quotes, Guaranteed, Pick-up
4WDs, Trucks
Blowoff valve, Turbocharging, Turbocharger, Turbine, Turbo, Turbos, Gt42, Compressor, Gt35, Roller bearing, Ball bearing, Turbocharged, Vl, Garrett, Intercooler, Wastegate, Xr6, Ba
Heat soak is when the intercooler can't dissipate the heat that it absorbs from the turbo fast enough. When an intercooler can't cool the charge air by removing the heat from it, it loses its effectiveness. This explains why turbo cars tend to run slower or have slightly less power when the weather is warm.
An intercooler primary function is to cool the charge air after it has been heated due to boosting and the heat that is produced by the turbo before sending the air into the engine. As the air is cooled, it becomes denser and denser air makes for better combustion (more power). Additionally, the denser, cooler air helps reduce the chances of knock.
Yes, although it is only indirectly responsible for helping make more power. Since the intercooler increases the charge air density, an intercooled engine will typically make more power than a non-intercooled engine with the same setup by allowing more air to be crammed into each cylinder.
An air-to-air intercooler uses ambient air flowing over the fins to cool the charge air, while an air-to-water intercooler, uses coolant (water) with a system similar to that of a radiator's cooling system. Traditionally, air-to-air intercoolers are used for street applications because of their lower cost and reduced complexity, while air-to-water intercoolers are used in race and packaging-constrained applications.
The best place for your intercooler is directly in the path of the inflow of ambient air. Traditionally this has been right in front of the radiator in the front of the car, hence the term Front Mount Intercooler.
No, since the intercooler allows air to pass through it, airflow to the radiator will not be blocked. However, using an intercooler core that is too thick and does not allow air to pass through it quickly or completely and airflow to the radiator can be restricted which can lead to potential overheating problems.
Usually, it is not necessary to upgrade the intercooler when raising boost levels. The pressure drop contributed by the intercooler is proportional to its flow (CFM) squared. This relationship shows that it is highly unlikely the change resulting in loss from higher boost levels will require a larger intercooler. If there is significant change, however, such as 40% or 50%, then a larger intercooler may be necessary.
While it is possible that an intercooler can fail from boost levels being too high, it is a very rare scenario. However, if not properly designed to handle high boost, cracking along seams and of the end tanks can occur.
For an air-to-air intercooler, a leak, as long as it is not a significantly large one, will not hinder performance at all. However, if an air-to-water intercooler develops a leak in the main core, it could lead to other more significant problems with the engine itself. Be sure to fix these problems as soon as they occur to prevent other damage.
Yes, it is not uncommon at all for an intercooler and end tanks to be anodized black to keep attention away from the car and help it maintain a sleeper appearance. A very light coat of paint on the core and end tanks is also another option, usually much cheaper and easier than anodizing, with a negligible performance loss.
