MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06
MISHIMOTO MMINT-MK6-06

MMINT-MK6-06

Mishimoto® (06-15) A3/EOS/TT/GTI/GLI/Golf R Performance Intercooler System

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Compatible: (2.0L)

2006 - 2014 Volkswagen GTI

2012 - 2014 Volkswagen Golf R

2006 - 2010 Volkswagen Jetta GLI

2007 - 2015 Volkswagen EOS

2006 - 2013 Audi A3

2008 - 2010 Audi TT

 

This intercooler does not fit on vehicles equipped with the CBFA radiators. Please ensure that your vehicles does not have the CBFA temperature sensor before installing.

 

Give your MK5 and MK6 GTI/Golf R the cooling it deserves with the Mishimoto Performance Intercooler. Volkswagen might have invented the concept of the hot-hatch, but the spicy Golf can still use a helping hand when it comes to keeping its cool.

The stock intercooler system equipped in the GTI is adequate for the daily commute. However, with the popularity of boosting, a component like the tube-and-fin heat exchanger struggles to keep up. Coupled with the combination of plastic in the construction, it’s only a matter of time before you start to see boost leaks.

We here at Mishimoto started from the ground up with the MK5 and MK6 GTI/Golf R Performance Intercooler. We ditched the plastic in favor of fully cast aluminum end tanks that can handle any amount of boost you can throw at them. We also incorporated an internal air diverter into our end tanks to make use of the full core.

The Mishimoto MK5 and MK6 Volkswagen GTI/Golf R Performance Intercooler core replaces the lightweight tube-and-fin construction with a more robust bar-and-plate setup. This heavy-duty construction lends itself to improved durability and heat dissipation. Our core has a 46% increase in core volume with a 97% increase in external fin surface area. Combined with our improved end tanks, the complete package improves flow by 9% and drops 20°F from the charged air across the core.

The Mishimoto MK5 and MK6 GTI Intercooler Kit also includes 5-layer silicone couplers and a CNC-machined adapter to ensure a perfect fit with the stock pipes. This intercooler is also backed by the Mishimoto Lifetime Warranty for a worry-free installation on your Volkswagen.

  • Direct fit for the 2006–2014 Volkswagen GTI/Golf R and Audi A3/TT excluding CBFA vehicles
  • 46% increase in core volume
  • 97% increase in external fin surface area
  • 9% increase in flow
  • Drops intercooler outlet temperature by 20°F
  • Includes durable silicone couplers and CNC-machined adapter for a seamless installation to the stock intercooler pipes
  • Cast end tanks with internal diverters for optimal airflow through core
  • All-aluminum, TIG-welded
  • Bar-and-plate core construction
  • Mishimoto Lifetime Warranty

 

VEHICLE SPECS

CHASSIS CODES MK5
MK6
8J
8P
FITS 2006–2014 Volkswagen GTI
2012–2014 Volkswagen Golf R
2006–2010 Volkwagen Jetta GLI
2007–2015 Volkswagen EOS
2006–2013 Audi A3
2008–2010 Audi TT


PRODUCT SPECS

INSTALLATION TORQUE SPECS 27 in-lbs (3N*M) recommended for all t-bolt and constant tension t-bolt clamps. These clamps have an operating range of 18-35 in-lbs (2-4N*M). Do not exceed the maximum torque rating of 35 in-lbs (4N*M).
CORE THICKNESS 1.7"
COATING Powder Coated
CORE SIZE 24.2" x 17" x 1.7"
CONSTRUCTION Bar-and-Plate

 

PURCHASE INCLUDES

(1) Mishimoto Performance Intercooler
(2) Silicone Intercooler Pipe Coupler
(1) CNC-Machined Aluminum Intercooler Pipe Adapter
Mishimoto Lifetime Warranty

 

POSTER BOY – PERFORMANCE INTERCOOLER R&D, PART 2 – DESIGN PLANS

IMG_6152

If you recall from our review of the stock components, VW shrouded the base of a good intercooler design in the support system for the creature comfort we all enjoy, and put it in close proximity to the radiator. To make matters worse, mostly in our case and not so much for climate change, the adaptation of the PremAir system limits the build envelope even further. We have our work cut out for us.

050118_NLT_MK6_INT_WEB_1

Since our space is extremely limited for this project, we won’t be able to expand the size of the core, which is typically the first step when it comes to improving intercoolers. Lucky for us, the available space already allows for ample fin surface area. Instead we’ll have to focus on improving the overall construction with our new design.

052118_NLT_MK6_INT_WEB_6

We start with the core. Since this is the rock star when it comes to cooling the charged air, we need to make sure it’s singing on key and dancing with the beat. The stock’s tube-and-fin core fits the “good enough” mantra when it comes to mass production. However, given that the GTI, Golf R, and subsequent Audis were built with enthusiasts in mind, the core will surely need an upgrade to handle extra boost. We plan on doing just that.

Ye did her best to make a tight squeeze even tighter. Even though there was barely any room to expand, our new design will still offer a volume increase over the stock unit.
Ye did her best to make a tight squeeze even tighter. Even though there was barely any room to expand, our new design will still offer a volume increase over the stock unit.

Our engineer, Ye, plans on squeezing every attainable millimeter from the build envelope to give our core a noticeable size increase. In addition, we intend to swap the tubes and fins for bars and plates. The more robust construction will add some heft to the intercooler, but the benefits are vastly improved flow and heat rejection characteristics.

For the best cut-away look at a bar-and-plate core, we literally cut away one of our BMW F30 intercoolers. The robust fins and thick bars efficiently whisk away the heat from the charged air.
For the best cut-away look at a bar-and-plate core, we literally cut away one of our BMW F30 intercoolers. The robust fins and thick bars efficiently whisk away the heat from the charged air.

Our renovation doesn’t stop at the core. The plastic end tanks are in desperate need of an overhaul. To start, we plan on removing plastic from the equation. Our revised end tank design will increase the size of the tanks for improved flow of the charged air through the system and will include an internal diverter to make sure the full core is being utilized.

052118_NLT_MK6_INT_WEB_1

If you look close at our new end tank design, you might notice the lack of those tell-tale quick-disconnect inserts hanging off the end of the inlet and outlet. As part of our objective to improve the flow, Ye increased the diameters of both the inlet and outlet to allow the charged air to flow more freely to and from the core. In doing this, the stock piping connections would need to be quick-disconnects or they simply wouldn’t connect at all.

Seen here in plastic, our proposed couplers will be included with the new intercooler. They finalized set will be made up of silicone and will be the perfect fit under your GTI.
Seen here in plastic, our proposed couplers will be included with the new intercooler. They finalized set will be made up of silicone and will be the perfect fit under your GTI.

052118_NLT_MK6_INT_WEB_7

October brings just about all things “basic” to fruition. From the UGG boots, flannel shirts, and pumpkin flavored everything, we’re prepared for the chill of autumn. Just from the plans alone, this MK6 platform intercooler is anything but basic, and is slotted to incorporate just about every feature you’ll need to keep that TSI running like it’s Fall all year round. Unfortunately (or fortunately, depending how you look at it) we weren’t quite able to get the pumpkin spice flavor just right.

 

POSTER BOY – PERFORMANCE INTERCOOLER R&D, PART 3 – PRODUCTION SAMPLE

The MK6 Golf R is the prime example of big things coming in small packages. Sporting a powerful 2.0T along with Volkswagen’s 4Motion, subtly aggressive styling, this hatch is a wolf in sheep's clothing. This particular R happens to be a our test rig for the new intercooler design.
The MK6 Golf R is the prime example of big things coming in small packages. Sporting a powerful 2.0T along with Volkswagen’s 4Motion, subtly aggressive styling, this hatch is a wolf in sheep’s clothing. This particular R happens to be a our test rig for the new intercooler design.

Our last update for this project left you with the foundation for our new design. To put it simply, it was the general structure and outline of our updated intercooler. We’ve since completed the draft with all the specific details.

NLT_0166

The first detail to work out was the core. If it wasn’t already apparent, we didn’t have much space to expand into, not to mention there’s a pesky direct O-zone reduction catalyst temperature sensor embedded into the radiator. In this case, we made the executive decision that instead of working around this sensor, we would eliminate it from the equation, limiting our fitment to vehicles not in the CBFA spec. In doing so, we could utilize every available millimeter and add some depth to our creation.

NLT_0098

NLT_0178

The augmented core is more than just size and depth. It’s deeper than that. Given the location, there’s already a huge external fin surface area, so upgrading the construction would be an added benefit. We traded VW’s factory tube-and-fin core for a more robust bar-and-plate construction. This type of core construction might add some weight to the front of the car, but the trade off is vastly improved flow and heat dissipation characteristics. Both qualities are key for the 2.0T’s performance, especially after a tune or ECU flash.

NLT_0181-Edit

Improving on the end tanks were the next step. You might recall the sleeker outward appearance of our plastic 3D printed prototypes from the last post. This time they’re the real deal. Employing the strength and lesser heft of aluminum, these end tanks ensure the smooth flow of charged air to and from the beefy new core. Given that the core is so tall, we integrated air diverters into these end tanks to ensure that all 27 rows are being used.

NLT_3387-Edit

Part of improving airflow through this intercooler meant opening the size of the inlet and outlet ports. The main obstacle in making these adjustments, however, is the factory quick-disconnect fittings. Much like the DORC temperature sensor, we left this part of the factory design by the wayside, opting for a more traditional fitting. We also opted to include two fresh silicone couplers instead of the OEM rubber pieces to link the intercooler to the factory piping, for a slick and sturdy connection inside and out.

NLT_0158

NLT_0185

 

Thicker and more robust cores, along with slicker end tanks, are all tried and true methods of efficiently cooling charged air. Every engine reacts a little different to these changes, though, so stay tuned to see just how much extra punch you can expect from your MK6.

NLT_0093

 

POSTER BOY – PERFORMANCE INTERCOOLER R&D, PART 4 – DYNO TESTING

We gave you a glimpse at our new design in the flesh. Boasting the new bar-and-plate core and fully cast aluminum end tanks, this intercooler definitely talks the talk. But how well does it stack up against the stock system? Even given our tight space restrictions, our engineer was still able to increase the internal core volume by 46% in tandem with a 97% bump in external fin surface area. The feat resulted in an impressive-looking intercooler, but the tests would tell the story.

For our first round of testing, we turned to our flow bench. It’s a delicate balancing act when it comes to improving air-to-air intercoolers. Both cooling and flow are equally important, but too dense of fins and the flow gets worse. On the other hand, we could make an exponential increase in the flow of the intercooler system, but the air wouldn’t stay in the unit long enough to effectively dissipate heat. With that in mind, our engineering team found the right balance which increased the flow through the system by 9%, all while warding off the dreaded heat-soak.

On to the Dynapacks. Once we trade out the Golf R’s wheels for a virtual test track, we can get a peek and see if the performance backs up those dashing good looks. The first test is a power pull to determine any potential gains over the stock unit. Our kit might not have produced any noticeable power gains on the stock tune, but the intercooler’s primary function isn’t power. Rather, it’s to keep things cool.

Cool is something our intercooler does well. In addition to single power pulls, we put our intercooler under some serious stress by performing back-to-back runs to put as much heat into this core as possible. Even under heavy stress, our intercooler design was able to drop the outlet temperatures by 20°F and deliver cooler air through the intake manifold.

At a glance, it might seem like we’re putting heat back into your intercooler system. However, this graph is comparing the total degrees that were removed from the charged air across the system.

When it comes to being the poster boy for the European hot-hatch crowd, the GTI can’t let a little heat get in the way of its output.


I
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