Audi A3 2.0T Cooling System Upgrades - Proven

Test Data
Neuspeed front-mount intercooler upgrade
Peak wheel-horsepower:243 hp @ 5516 rpm
Peak gain vs. baseline: 11 hp
Core type: Bar and plate
Core size (in.): 24.0x6.5x3.0
Supported turbos: K03, K04, and GT28RSParts: Intercooler assembly, silicon hoses, horn bracket, aluminum pipes, billet adapter, OEM-style hose clamps, mounting brackets, rubber iso-mounts, screws
Tools: T20, T25, T30 Torx, flat and Phillips screwdriver, spray lubricant, 10mm and 13mm sockets, extension and ratchet
Installation time: 1.5 hours
Price: $1,099

Test Parameters
Core type: Bar and plate
Core size (in.): 24.0x6.5x3.0
Supported turbos: K03, K04, and GT28RS

Notes
Neuspeed does not offer this intercooler kit for the Audi A3 so we adapted a kit for a Mk V GTI, requiring some fabrication of the support brackets for the intercooler core.

Pros
* Intercooler core is mounted using rubber isolators and supports up to 450 hp.
* The combination of silicon and aluminum piping ensures engine flex is not a problem under hard acceleration or deceleration.
* Cast end tanks feature oval inlets for optimal flow.

Cons
* Increased intake system volume causes a slight shift in the power curve.

Conclusion
Independently, both upgrades did well and rightfully so, since both systems are designed to reduce air charge temperatures. The 2.0T engine is prone to running rich as the amount of timing retard increases, and if the motor goes too rich, power is reduced, so anything that reduces the air charge temperature is a plus. Comparison of the CH3OH/H2O injection and FMIC data shows that there is no real winner in the horsepower department since both upgrades showed similar gains. But since there wasn't residual timing retard present after the installation of either, it is beneficial to run both modifications concurrently. If cost is the sole deciding factor in which mod to purchase, methanol injection would be the obvious route.

One thing to keep in mind about both mods is that most of the gains seen on the dyno would not be possible if the vehicle did not have 8-12 degrees of timing retard during the baseline tests. During testing we monitored the amount of timing retard as we made each modification. Since increased timing is the key to power if there was no timing retard, we may not be seeing the full potential of the modifications. The amount of timing retard seen is dependent on the car, environment, fuel quality, and other factors. Under ideal conditions and high-octane fuel, a stock vehicle can have no timing retard. As each test progressed we did see significant reductions in the amount of timing retard. It is advisable to monitor the amount of timing retard and perform baseline tests when doing either of these mods, and if no timing retard is seen you would benefit from using custom software with increased timing.