post the stuff for him, just show it as quoted by them?
Ok I will get them to email the info and post it for them , would be great if someone could send them the password though .
Sadly only Mr Admin can approve accounts 
I apologise for these taking me a few days to get up here.
Just to add a little more detail, we took pictures of all the cores. I�m no intercooler core expert, so I�m not going to comment. Just thought it was nice to see the differences.
Firstly, the standard Intercooler
Forge
Proalloy
MMG Stage 1
MMG Stage 2
Oh, one other thing I wanted to mention was weight.
The standard one is pretty light and I would say the Forge, MMG stage 1 and the Pro alloy are all pretty close. However the MMG stage 2 is unbelievably light. its one of those things that before you pick it up, your brain kind of figures out how much effort you need to put in to pick it up, then when you do pick it up you nearly throw it up in the air its so light!!
MMG "
Hello Guys,
just posting to hopefully help and explain a few things, Intercoolers cool turbo / supercharger gases by the use of mass airflow in comparison to the volume that goes through them at a given rate i.e. the amount of airflow gives a mathematical equation to the amount of cooling any intercooler can give. In order to improve an intercooler on any given car a manufacturer such as Radtec or Pro Alloy will increase the amount of volume in the intercooler which will allow� a larger amount of airflow to be used and/or increase the fin density in and on the surface of the intercooler to allow more heat to be dissipated in to the air flow. Pro Alloy use a two row 50mm NRF extruded tube�intercooler core welded back to back in order to gain both increased volume and higher fin density to there cooler, this is a good product and does exactly what it is supposed to do reject more heat in to the same amount of air flow while excepting a larger volume of gases. Forge use an Alutec intercooler core welded extruded tube again giving a higher volume inside the cooler they have gone for extra depth and so as not to stall the air have not increased the external fin density again a good product that does exactly what it is supposed to. We have used two cores thanks to the support of MMG who has been prepared to spend some money on testing and developing a bar and plate core produced by NRF in a 97mm depth, this increases internal fin density and volume and again does what it is supposed to, the second core we have used is an aerospace F1 core this is very different to all of the other cores it increases volume without requiring an increase in depth and allows for triple fin density both inside and outside of intercooler, the same type of core is used for water cooling by over 60% of F1 teams and for air cooling and water cooling by Indy car’s�as any of you who have seen F1 cooler’s will see from the attached labels on the side of the cores. This is by far the best intercooler used in this test and being supplied to these cars as I don’t think any one would argue with including stated company in this post however it is the most expensive (such is always the case in life). Marston Intercooler’s are currently the best quality cores supplied in the world to fast road applications. The reason this test has given the results it has�is�all due to one thing when you increase both fin density and/or volume you ask the turbo / supercharger gases to fill a larger denser area so you need to increase the flow to it, on a standard car running low boost and standard power you do not do this, in fact the standard intercooler is maxed out to meet these parameters, any body who has run a 300 BHP Exige on the standard cooler will tell you after a few laps the car is about to in to limp mode. The test that was done will tell you the same thing that I or Liam (MMG) and probably all the stated company’s would have told you when phoned with an enquiry if you are running a standard set up Exige the best thing you can do is fit a charge cooler to hold lower temperatures on track days more consistently if however you are increasing the boost and power of the car there comes a point where the large air delivery of an improved intercooler will lead to much higher power gains given in comparison to the stable temperatures of the charge cooler and there you have to make your choice and pay your money and a hole�different argument starts that i don’t have time to answer lol. I hope this all helps and many thanks for allowing me to bore you for such a long length of time, so in summary the test�results that you have seen on a standard car�show that the best product to fit would be a charge�cool system not an up rated air�to air intercooler, how ever if you intend to increase boost pressure and horse power the best way forward�would be�to fit an up rated air to air�intercooler.
�
Keith Lycett
Director Radtec Ltd.
�
Tel-01543 502525
Fax-01543 572229
E-Mail�[email protected]
Many thanks
Liam Goodfellow
MMG Performance
0121 323 5149 "
Thanks for that Keith.
So to clarify, in short you are saying a higher powered car, that is spinning the charger quicker and therefore creating more heat will allow the Marston cored cooler to work better? How can this be? surely the more heat that goes into the one end, the more heat will come out the other side??? This presuming the same amount of cooling air flow through any of the given intercoolers??
Please dont take this as being argumentative, I am simply asking the question as I dont understand.
Surely the amount of cold air flowing through the cooler has a huge bearing on this. Surely (and I am very willing to be corrected if I am wrong) the more cold air flow you can get onto the cooler the more heat is going to be taken away?
Cold air flow to the cooler is the big problem with the Exige installation, getting loads of air to the cooler is very difficult if not impossible.
If I wasn’t too confused before I am really confused now. To me he just said.
Standard boost level = standard cooler for the road
standard boost level = charge cooler for the track
high boost level = any of the uprated air to air cores but the Marston core will be best.
or did I read that wrong? This seems to go against some of our tests?
The picture of the MMG stage 1 suggests to me they know fook all about airflow. Sorry.
In my opinion the one thing this test shows is there is not enough air flow into the back of an S2 for an air / air intercooler to really work.
People need to simply suck it up, pay the extra dosh and fit a proper air / water charge cooler system.
I have been using Proalloy’s charge coolers for about 5 years now and they just work.
The pro alloy cooler uses a 50 and a 62 core back to back(not 2 x 50mm as stated above)… we have found this to be optimim(as far as intercooling goes)with the Exige’s poor ambient air flow… we actually assemble this core configureation here in our workshop as this thickness isn’t available any where else.
The new 40mm longer production unit also uses this configureation- only longer with more surface area.
Our view remains however… if you have a big power car -which ever way you look at it, the charge cooler is the propper solution… we have been running one on our 500 BHP Audi Exige s1
for 6 years!
To be fair to Proalloy as well. When I called and asked for an intercooler. Wayne straight away said ‘I really reccomend you get a CC’
I didn’t wanna go that route as am never going for big power in this car and didnt want the expense or complication and asked if we can try and develop a IC.
and so they did the test mule on my car for me for FREE.
and I really do think the production one will work alot better as well. Once we get some better flow with bigger side vents and shrowd etc.
and as Wayne pointed out. When Ambients were taken into acount. The Proalloy test mule IC performed the best.
It certainly enabled me to overtake Sean later in the day as well 
[quote=Porkie]To be fair to Proalloy as well. When I called and asked for an intercooler. Wayne straight away said ‘I really reccomend you get a CC’
I didn’t wanna go that route as am never going for big power in this car and didnt want the expense or complication and asked if we can try and develop a IC.
and so they did the test mule on my car for me for FREE.
and I really do think the production one will work alot better as well. Once we get some better flow with bigger side vents and shrowd etc.
and as Wayne pointed out. When Ambients were taken into acount. The Proalloy test mule IC performed the best.
It certainly enabled me to overtake Sean later in the day as well [/quote]
Thats because you are an animal;)
Moomin were you told to go for a CC?
as thats not what I seem to have read from you before?
you paid loads for the stage2 MMG didnt you?
I could have had either as there both about the same price fitted , yes it cost loads but it was sold as the very best I could get hold of and plenty for my car that runs about 270+ hp and not 500 , weight was a big factor for me , I did loads of research on Marston aerospace cores and intercoolers and I checked out even when I asked Lanzante .
So is one way to look at this:
The uprated a/a intercoolers don’t reduce intake temps, but will allow air to pass at a greater rate for that same temperature?? Which would explain performance benefits on tuned cars.
Anyway, where can you buy an intercooler shroud that will take air from side scoops for sensible money? 
After the testing I suspect JSR will be making some
Short summary of Keiths answer:
Higher boost would show different results, ceteris paribus.
Therefore:
Moomins intercooler should be more effective in his car than in Seans. So smile, and turn up the boost even more 
And summary of test observations:
**- Intercooler size increase is only worthwhile with increased boost.
- More ducting improves efficiency regardless of state of tune.**
Simple, no?
[quote=Jonson]So is one way to look at this:
The uprated a/a intercoolers don’t reduce intake temps, but will allow air to pass at a greater rate for that same temperature?? Which would explain performance benefits on tuned cars.
Anyway, where can you buy an intercooler shroud that will take air from side scoops for sensible money? [/quote]
This may explain why the gap between the standard & Forge coolers was bigger at Spa when compared between a 240 & my 260 car.
By simple deduction if Sean’s car had been running 260 at Spa with the std cooler the temp would have been even higher.
So what we are deducing is that fitting a uprated I/C to a std car does fook all and you only get the benefit of the better I/C’s as the power increases.
Maybe we should retest my 260 car with the std cooler V the Forge and that might give us more info ?
Happy to give that a go at Donny in October
I am a little surprised that there are a couple of comparisons being drawn between an S2 Exige and
F1 and Indy cars, both able of c.200mph in a car that spends more time in a wind tunnel and has the most optimised airflow of any groud based vehicle. The weeks that are spent to design the best flow over the rads, and therefore reduce their size and weight is beyond OCD.
Red Bull Exige, this has a cut down 340R windscreen when glass, and an opening when they run a perpex front screen. They then start to take ambient air from below the windscreen header rail and then on top side as well, with an air baffle on the rad outlet to send hot air from the rad either side of this intake. This leaves a tunnel down the inside of the roof, larger than the external scoop. Then airflow slowly expands to the full size of the massive intercooler, on a really nice arc. There are no letter box slots, no 90 degree turns, no sudden changes in surface area from large, to tiny to large again, so all the energy in the flow is nicely presented to the core without there being a possibility of stall through the core. There is then an exit duct to draw out the air to the rear of the car. This is a long way from a standard intstallation.