Our complete set-up includes:

• CNC billet intercooler frame & core
• machined & matched intake manifold
• front heat exchanger
• 15GPM pump
• ignition coil spacer
• longer blower bolts
• 2 supercharger gaskets 

The concept of modifying the intercooler was another "THRASHER First" releasing to market in early 1999. Here it is, the heart of the intercooler. Machined from a piece of 2.5" thick billet aluminum, this picture illustrates the "no holds barred" solid construction of the framework.   CNC machining assures tight tolerances so you don't have to worry about vacuum/boost leaks under the blower or intercooler assembly.  The heat exchanger assembly is leak tested before being TIG welded into the frame.   After welding a final leak test is performed.  (Coolant in the intake manifold is a BAD idea.) We designed in the largest heat exchanger we could fit.  We had to make modifications to the intake manifold, but anything less simply wouldn't have enough surface area to transfer the ENORMOUS amount of heat generated by the blower into the recirculating cooling medium.   A completely machined intake manifold matched to the intercooler is included with the kit.  The cooling medium is the same coolant mixture as in your radiator, but is a completely self contained system.  At full throttle we've measured blower outlet air temperatures in excess of 132C (270F)!!!   That's enough to boil the coolant if you don't have a good pump circulating it to the external radiator!

A picture of the assembly with the M90, intercooler, and intake manifold is shown.  The coolant inlet and outlet can be seen under the blower snout.   Not shown in this photo is the aluminum post which supports the front of the blower.  Special longer blower bolts are required to mount the intercooler.  No, you don't have to hunt for them.  The bolts are included with the kit.  Even though the M90 is raised by 2.5" you still have about 1/8" of clearance to the stock hood.

As mentioned above, the efficiency of the IC is greatly affected by the temperature and volume of water being forced through the core. The photo below (sorry for the quality) shows the pump we use to circulate the coolant.  Also shown are pictures of the front heat exchanger and some engine shots.

Next to the the temper-ature of the coolant, the flow volume is most important in obtaining good efficiency.

Turbo and centrifugally supercharged engines can more easily route the output from their compressors to an "air to air" radiator and then duct it to the intake.  Since the L67 engine uses a roots type Eaton M90 blower mated directly to the intake manifold, an "air to liquid" intercooler is the only way to go.  Unfortunately this adds complexity, components, and cost to the system, but a heat exchanger is a necessity.  Here is a shot of the custom aluminum front radiator included in this intercooler kit mounted on the SoLo.  It mounts in the same location on a stock Grand Prix or Regal.  Air flows through the grill opening and cools the coolant returning from the IC core.  Note that the protective cardboard has not been removed from the radiator fins in the photo shown below. 

Regal GSX No intercooler

Regal GSX intercooled

Our initial test runs at the Kansas City Grand Prix Gathering in September of 1999 showed greater than 3 MPH improvement in quarter mile speed.  This equates to a 35-40 HP gain.  Our dyno runs show 309 HP at the wheels!  This was with Texaco 92 Octane pump gas, oxygenated Arizona winter blend (where it's 75 degrees in the winter - and if you don't already know from experience, ask any turbo racer how lousy oxygenated winter blends are for octane!)  No octane boosters were added , no ice bags were used on the blower, no cool down time on a hot engine, and this is with all the accessory belts in place just like you'd drive it on the street.  Another benefit is increased resistance to detonation because of the lower charge air temp.  In fact, the air charge is now so cool that you can run a 2.3 ratio blower pulley on regular premium fuel without detonation.  No more displacing that power producing fuel/air mixture with water or octane boosters fouling your plugs.