SKU: SKU: AWE4510-11032
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The finest cooling system on the market:
uct line is the solution for consistent and reliable performance for modified vehicles looking for maximum power and security. AWE ColdFront™ products include:
Below are graphs of the performance testing done on the ColdFront System. All tests were performed on the AWE Mustang MD-500-SE AWD dyno using a 6-speed B8 Audi S4 equipped with G.I.A.C. Stage 2 Performance Pulley Software on 93 octane pump gas in a controlled ambient temperature of 90F.
Above is a graph showing the supercharger coolant temperature difference of the coolant before entering vs. after exiting the ColdFront™ Heat Exchanger. The red line represents the pre heat exchanger coolant temperature. The green line represents the post heat exchanger coolant temperature. The top graph shows the temperature difference the stock heat exchanger is capable of producing, the middle graph shows the temperature difference the ColdFront Heat Exchanger is capable of producing, and the third graphs show the temperature difference the ColdFront™ Heat Exchanger and Reservoir are capable of producing.
It can be seen that the stock heat exchanger struggles to keep the supercharger coolant temperatures low, especially at high RPM, yielding a maximum temperature drop of 8.6F @ 4760 RPM. In contrast, the ColdFront Heat Exchanger produced a maximum temperature drop of 13.7F @ 6960 RPM, and 14.5F @ 7100 RPM when adding the ColdFront Reservoir to complete the ColdFront System. This results in a total maximum temperature drop of 24F when compared to the stock unit.
Above is a graph showing the intake air temperatures when performing back to back pulls on our dyno. (Eight in total using 30 sec. intervals). The red line represents the stock heat exchanger, the green line represents the ColdFront™ Heat Exchanger, and the blueline represents the ColdFront™ Heat Exchanger and Reservoir.
It can be seen that the stock unit suffers greatly from heat soak. During the eighth pull the intake air temperatures had climbed upward of 180F at redline. In contrast, the larger ColdFront Heat Exchanger produces a maximum air intake temperature of slightly over 165F after eight pulls. Adding the optional reservoir to complete the ColdFront System results in a maximum air intake temperature of just under 165F after the eighth pull, with lower temperatures throughout the first seven pulls as well.
Above is a graph representing the horsepower produced when performing back to back pulls on our Mustang dyno (Four runs in total). The green line represents the wheel horsepower during the first dyno run. The red line represents the wheel horsepower during the fourth dyno run.
It can be seen that the stock heat exchanger suffered from heat soak, resulting in a power loss of 12 WHP @ 6900 RPM. In comparison, the ColdFront Heat Exchanger had a power loss of just 4 WHP @6900 RPM. When adding the optional AWE ColdFront™ Coolant Reservoir to the ColdFront™ Heat Exchanger, there was no power loss at all even multiple back to back dyno pulls.
Below are graphs of the performance testing done with the ColdFront™ Coolant Pump installed. All tests were performed on the AWE Mustang MD-500-SE AWD dyno using a 7-speed DSG B8.5 Audi S5 equipped with G.I.A.C. Stage 2 Performance Pulley Software on 93 octane pump gas in a controlled ambient temperature of 85°F.
Above is a graph showing the supercharger coolant temperature difference of the coolant before entering vs. after exiting the ColdFront™ Heat Exchanger. The red line represents the pre heat exchanger coolant temperature. The green line represents the post heat exchanger coolant temperature. The top graph shows the temperature difference the stock heat exchanger is capable of producing, the middle graph shows the temperature difference the ColdFront™ Heat Exchanger is capable of producing, and the third graph show the temperature difference the full ColdFront™ package, with the ColdFront™ Coolant Pump, is capable of producing. It can be seen that by simply replacing the stock coolant pump with the ColdFront™ Coolant Pump, coolant temps are decreased by a maximum of 6.2°F @ 4169 RPM.
Above is a graph showing the intake air temperatures when performing back to back pulls on our dyno. The red line represents IATs recorded using the stock heat exchanger coolant pump, and the green line represents IATs recorded with the ColdFront™ Coolant Pump. It can be seen that the ColdFront™ Coolant Pump, due to its increased flow capacity, yields not only more stable IATs, but also cooler IATs, with the IAT temperature peaking at 165°F after eight pulls. The stock coolant pump, in comparison, yielded IATs of more than 175°F.
Above is a graph representing the horsepower produced when performing back to back pulls on our Mustang dyno (Four runs in total). The green line represents the wheel horsepower during the first dyno run. The red line represents the wheel horsepower during the fourth dyno run. It can be seen that the addition of the ColdFront™ Coolant Pump to the ColdFront™ Heat Exchanger and ColdFront™ Reservoir helps maintain power after repeated full-throttle acceleration runs, reducing power losses from 23 WHP @ 6900 RPM to just 10 WHP @ 6900 RPM.
The ColdFront™ Heat Exchanger
The AWE ColdFront™ Heat Exchanger was developed to reduce high air intake temperatures found in supercharged engines. Designed and conceptualized in house at AWE, the AWE ColdFront™ Heat Exchanger should be a mandate for supercharged 3.0T engines looking to keep things consistent and reliable.
The AWE ColdFront™ Heat Exchanger is a direct replacement for the factory heat exchanger, fitting neatly behind the front bumper and grill assemblies. This product was specifically designed by the engineers at AWE to include a unique drain plug and bleed screw, allowing the system to be bled without the need for external tools. In other words, all the benefits of a cooling upgrade with none of the fitment downsides.
Why a heat exchanger?
Insufficiently cooled air entering your vehicle’s engine will rob power and performance. Modified vehicles, notably those flashed and/or equipped with a modified supercharger pulley like the AWE Stage 2 Performance Pulley, are particularly susceptible to higher intake air temperatures. Enter the AWE ColdFront™ Heat Exchanger: Proven to maintain consistent intake air temperatures and power, even under the most demanding of conditions.
How it works
The AWE ColdFront™ Heat Exchanger utilizes a larger frontal area, resulting in in cooler supercharger coolant temperatures, leading to better air intake temperatures and consistent, reliable power.
Partner products:
The AWE ColdFront™ Heat Exchanger can be used either in combination with other members of the AWE ColdFront™ product line, or it can be used as a stand-alone upgrade.
Download Installation Instructions: Installation Instructions for the AWE ColdFront™ System
Download Installation Instructions: Installation Instructions for the AWE ColdFront™ Coolant Pump