The water lines were routed along the frame-rails to keep them away from any suspension or exhaust components. | 
The heat exchanger mounts in front of the A/C condenser using simple push-through plastic ties. It's much easier to install if you remove the radiator as we did. Then, connect the supply line to one end and the power cooler line to the other. | 
The water pump needs a key-on 12-volt source, and Vortech provides a fuse tap just for this purpose. Be sure the inline fuse isn't installed until you have the system full of coolant, as dry operation of the pump could result in its demise. |
Since our subject vehicle was utilizing a Vortech Mondo bypass valve, we needed to modify the power cooler bypass as it uses a 1-inch bypass versus the Mondo's 2-inch setup. Tracy Grimm of Speedfab in Orange Park, Florida, welded on this aluminum flange and used a hole saw to open up the inside. Grimm's work is top-notch, and he's well-known for this kind of custom work. | 
The supercharger is removed and clocked so the volute meets up with the power cooler inlet. You don't need to take the bolts all the way out; just make them loose enough to spin the backside of the blower. | 
Vortech includes several elbows that are utilized with the front-mount reservoir setup. We used them to help make the U-turn on the return line. |
The idle air control solenoid needs to be relocated to the back of the power cooler. By doing so, the two wires that go to it must be lengthened to reach the new location. | 
Vortech provides extra wire to lengthen the idle air control harness. Make sure you solder the connections and use the provided heat shrink-wrap to cover them. | 
With the system fully connected, you can now fill it with a 25 percent coolant and 75 percent water mix. Fill until about 3 inches from the top of the reservoir, then power up the system and check for leaks. Make sure there's a steady and strong stream coming from the return line. If there isn't, you may need to remove the line and apply light suction to pull the air out of the system. |
Since we were dealing with boost levels more than 10 psi and ran into some differing inlet/outlet sizes, we measured the power cooler, throttle body, and supercharger, and ordered these silicone couplings from Race Parts Solutions in Boca Raton, Florida. RPS carries a number of couplings, elbows, and clamps for all sorts of applications. We needed a 2.75-inch coupling for the blower-to-cooler connection and a 3-inch to 3.25-inch coupling for the cooler-to-throttle body connection. | 
The majority of our subject vehicle's engine compartment was already polished, so we ordered the polished version of the power cooler to match, and it looks great. It works even better. | 
To rectify our fuel-delivery problem, we ordered a pair of fuel pumps from Brothers Performance. These BBK pieces retail for $129.99 for the in-tank and $269.99 for the inline pump. You can find out more information about these and BBK's entire product line by visiting its new Web site at www.bbkperformance.com. |
Obviously, the in-tank fuel pump mounts inside the tank; the external inline pump mounts to the spare-tire well right in front of the tank. BBK supplies a template that you lay in the spare-tire well to locate the four mounting hole positions. | 
The Power Cooler dropped the intake charge temp by 42 degrees, going from 173 to 131. | 
Though our baseline figure was slightly skewed due to a fuel-supply problem, it's evident that the decreased charge temperature made sizeable gains throughout the powerband, with as much as 17 lb-ft of torque and 15 hp. |
To take advantage of the cooler air-charge temperature, we decided to add more boost with a pulley change. Unfortunately, toward the end of the dyno pull, the EGR spacer to intake gasket sprung a leak (black mark in center of spacer) and bled boost off at the top end. Here, you can also see the Kirban regulator that Speedfab supplied so we could attempt to complete testing. | 
The pulley change provided more boost at an earlier engine speed, which increased power throughout the rpm range. While peak power increased over the previous pulley output, it wasn't maxed out as the EGR gasket leaked manifold pressure. Air charge temperatures were still about 20 degrees cooler than before at 151 degrees. | |