Old Dog, New Tricks – Intercooler R&D, Part 5: Dyno

Power feels different for everybody. For some, it’s the feel of freshly printed money. For others, power feels like the blinding camera flashes of paparazzi. But for many automotive enthusiasts, true power is the shove you feel in your back as you push your right foot to the floor.

The enthusiast’s quest for power can be never ending (just ask the participants of TX2K) and Mishimoto has been working on an air-to-water intercooler for the 2011-2016 Ford 6.7L Powerstroke to aid in that journey. We’ve looked at the stock 6.7L intercooler’s faults in depth and followed the development of our stronger, higher-flowing replacement; now it’s time to put it to the test on the dyno.


Before we dive into the dyno testing, let’s first recap what brought us here. In short, our goal for this project was to create a stronger intercooler that flowed better than stock. The first half of that goal was accomplished by casting the coolant and air end tanks, then TIG welding them to our bar-and-plate core. That core was designed specifically to out-flow the stock air-to-water intercooler, while maintaining efficient cooling. Flow bench testing proved that our core flowed over 20% better than the stock, but the flow bench can only tell us so much. With economy-driven ECU tunes and multiple systems interacting on the vehicle, how that 20% increase in flow actually affects performance was yet to be seen.


That brings us to our first round of dyno testing. Whenever we test a product, especially one that is intended to make power, we begin by testing on the most stock vehicle we can get a hold of. This allows us to directly compare our product to stock without worrying about tunes or other modifications skewing the results. In the case of the 6.7L intercooler, we were lucky enough that one of our shop vehicles is a 2011 6.7L. Once our production sample was ready, we installed it on our 6.7L and bolted it up to our Dynapacks. The project engineer did a few light pulls to get the truck up to temp and then started on the power runs. After giving each intercooler ample opportunity to prove itself, we shut the dyno down and analyzed the results.

Given the greater flow of our intercooler, we expected to see some improvement in torque, but we were happy to see a large gap between the lines once the dyno graphs were laid side-by-side. At around 1,750 RPM to about 2,000 RPM, our intercooler allowed the 6.7L to make over 40 lb. ft. more torque than the stock intercooler.


A 40 lb. ft. gain on a stock 6.7L was impressive, but we wanted to take it one step further. We know many of our customers have a bit more than nothing done to their 6.7L, so we wanted to test this intercooler on a truck that was a little closer to what you all will be driving. To show you how well our intercooler performed with a little help from some supporting mods, I’ll let our engineer and head of innovation take over:

With dyno testing complete, the next stop for this intercooler is a pre-sale. Keep an eye out for that and feel free to share any questions or comments you may have.  As always, thanks for reading!


11 thoughts on “Old Dog, New Tricks – Intercooler R&D, Part 5: Dyno”

  1. What difference in air charge temps are you seeing with this higher flow cooler vs the OE cooler? EGT differences?

    1. Hi Steven,

      In our testing, charge air and exhaust gas temps remained within a few degrees of the stock cooler.


      1. under load the EGT temps should be cooler then the stock intercooler correct? If the reman intercooler flows more air it should reduce temps thru out the system.

    1. Hi Richard,

      These will be on pre-sale in a couple weeks! Keep an eye out on our website and here for the announcement!


  2. Are they for sale yet? I’m having to change mine with in this week or the next week and I’m not wanting to go OEM and so there are only one possibly two other options out there and since both my radiators are Mish then I’d rather go ahead and finish it off with a Mish CAC

    1. Hi Greg,

      These will be on pre-sale soon, but we will not be shipping them until mid-December.


  3. My truck 2012 F250 superduty 6.7 powerstroke intercooler issues needing a replacement as soon as y’all can give me a shout

    1. Hi Richard,

      If you sign up for our vehicle-specific email list here: Mishimoto Newsletter you’ll receive an email when the pre-sale for this intercooler goes live! We’re aiming to have these start shipping in December of this year.


  4. Im currently running a Borg Warner s366 on my 2011 6.7 and making about 763hp and 1367tq with the stock intercooler. What gains would I see by adding this to my setup?

    1. Hi Charles,

      Our intercooler is intended to be a more robust and durable unit than the stock intercooler; it’s not designed to make more power. An independent third-party test on a big-turbo truck did yield some power, but there were a lot of variables at play during testing: https://bit.ly/2Xw3Szy

      Our own testing did not see a noticeable increase in power, however, you may see that boost comes on a little sooner thanks to the increased airflow through the cooler.


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