Category Archives: Misc.

JAEInnovations – 500 HP or Bust

Two days after I talked about JAEInnovations efforts to crack the 500 whp mark with XS Power side mount IC’s they followed up with me about accomplishing the goal of reaching 500 whp.

They had removed the ProjectB5 RS6-X hybrids from the S4 and installed the larger Silly Rabbit Motorsport RS6/K24 turbo.  The information I have on each product is that the RS6-X uses a 42.6/56 compressor wheel versus SRM’s 45.8/62 compressor wheel.

With the SRM product at work their Dynocom reported a peak wheel horsepower of just under 520, handily surpassing 500 whp.  In this case there was no atmospheric condition correction, giving more confidence that the number may be closer to truth.

Unanswered still is the question of how accurate the Dynocom is.  With no other means provided to assess the engine power output the accuracy of this dyno is uncertain.  As I mentioned in the earlier discussion the reports I have found about the Dynocom suggest that it reads on par with a DynoJet, something I have found to read about 6% above street logs I have recorded.

Assuming the Dynocom is similar, this would put the latest peak wheel horsepower number around 490, not quite 500, but close enough to consider the goal achieved.  In this case the brute force method of power production has succeeded, stick a big enough turbocharger on the engine and 500 whp can be reached.

This effort generated a couple of interesting bits of information.  JAE stated that with the RS6-X turbocharger they could not generate more than 27 psi of boost, note that this differs from the 30 psi I thought they operated the turbochargers at.  The fact that they had tightened the wastegates as much as they could and still were only generating 27 psi of boost pressure seems to show just how much pressure drop the XS Power IC cores cause.

Estimates of the pressure drop on the flowbench for the IPP IC’s, the next poorest flowing IC’s I measured, are in the region of 4 psi for the airflow at a combined mass flow rate for both IC’s of just under 400 g/s.  I’m estimating 400 g/s is about what these RS6-X’s at 27 psi would be flowing.

IPP IC Pressure Drop Curve
IPP IC Pressure Drop Curve

The IPP IC is being used because I sampled the pressure drop at several flow rates with that core but did not perform the same measurement with the XS Power IC.  Having multiple samples allows me to create a trend curve and then extrapolate out to higher flow rates. The XS Power IC I was loaned was only measured at 28″ of H2O which is the standard test depression I use for comparing IC flow rates..

Because the XS Power IC flows less than the IPP it is proper to conclude that pressure drop at any mass airflow rate will be less for the XS Power than the IPP.  In addition, because flow bench testing is performed at atmospheric pressure, and the RS6-X turbo’s were compressing the charge air to 27 psi, the increased density of airflow on the car will lead to greater pressure drop through the core.

All of which is to say, assuming a 4 psi drop through the XS Power core is probably a conservative estimate.  Coupled with the knowledge that the RS6-X topped out at 27 psi of boost pressure, which is recorded at the intake manifold, the turbocharger was in all likelihood generating 31 or more psi at the compressor housing outlet, which could explain why JAE couldn’t get any more boost from the turbocharger.

In the end, what matters is how the car performs, so I pulled up my RS6 turbo average data, results collected on six different BW RS6 equipped S4’s, and compared those averaged results to the JAE RS6-X and RS6/K24 build performance.  I have not adjusted the JAE Dynocom numbers, these are the uncorrected values pulled off their dyno charts.

JAE RS6-hybrid builds vs BW RS6 based builds
JAE RS6-hybrid builds vs BW RS6 based builds

It is not very surprising to find the RS6-X and RS6/K24 hybrids don’t generate power as quickly as the BorgWarner RS6 equipped cars.  BW RS6’s have a reputation for spooling up relatively quickly.

The RS6-X underperforming the RS6 everywhere is a little surprising, except that knowing the RS6-X car was equipped with XS Power SMIC’s, and the BW equipped cars were not, tilts the advantage to the RS6 cars.

Something else that is a bit of a surprise is how briefly the RS6/K24 car outperforms the BW RS6 equipped average.  Without having much insight into the JAE car engine data I again attribute the poor performance to the XS Power intercoolers.

Because there is a strong likelihood that the Dynocom results overstate the real wheel horsepower figures in a way similar to a Dynojet, I applied a 6% correction to the JAE Dynocom results for the 500 whp pull to assess how these three curves may match up.

JAE RS6-hybrid build Corrected Dyno data vs BW RS6
JAE RS6-hybrid build Corrected Dyno data vs BW RS6

With wheel horsepower peaking around 490, the JAE RS6/K24 build peaks out around the average of the six BW RS6 turbo builds.


JAEInnovations has successfully shown that a peak wheel horsepower of 500 can be reached on a B5 S4 using a set of inexpensive XS Power side mount IC’s as measured by a Dynocom dynamometer.

Area under the curve appears to have taken a big hit by following this approach of utilizing poor performing IC’s with WMI, as compared to using smaller turbochargers and better intercoolers.

With little more to go on than a dyno chart from a device with unknown accuracy the above evaluation is hopefully just a preliminary assessment, vehicle data-logs along with a second method of engine power measurement would go a long way to establishing credibility of the Dynocom results.

Big Power + XS Power

The headline of a 500 whp budget build caught my attention.  Trying to maximize performance while working with a limited budget is fairly common, but in this instance something notable was the use of the extremely cheap XS Power side mount intercoolers, the poorest performing aftermarket intercooler I have evaluated.

Picture of XS Power Audi B5 S4 Side Mount Intercooler
XS Power Audi B5 S4 Side Mount Intercooler

JAE Innovations was behind the build and the claims that I decided to look a bit more closely at.  The gist of the claim was that XS Power SMIC’s when aided by water-methanol injection (WMI) are a sufficient combination to support 500 WHP builds.

It was also proposed that the low cost XS Power IC’s when combined with WMI made more sense than buying a better cooling IC, at greater cost, and possibly also needing WMI to reach 500 WHP.  They claimed that better cooling IC’s when unaided by WMI were seeing 50 WHP drops on subsequent dyno pulls.  In the end the 500 WHP goal was achievable at a lower cost using XS Power side mount IC’s with WMI.

The first bit of the claim to not stand up to scrutiny was that this combination would support a 500 whp build.   JAE stated the vehicle had achieved 480 whp.  While close to 500 whp, 480 is not 500. Looking more closely at the dyno information more concerns arise.  The dynamometer in use is a Dynocom, which this comparison suggests is a generous dyno.  Also, the Dynocom dyno was using the STD J607 correction factor which according to the result on the chart raised the measured values by 6%.  That meant the uncorrected wheel horsepower was more likely around 450 whp, on a generous dyno.

Absent some more credible evidence the facts don’t support the claim that this car was able to reach 500whp, or even close to 500whp, with XS Power SMIC’s.

Note: The car is equipped with ProjectB5 RS6-X turbochargers.  The information I have on this RS6 hybrid is that it is comparable to the JHM RS6-RS and utilizes a 2280 compressor wheel and clipped turbine wheel.  The turbo would seem to be capable of supporting a 500 whp build.

Additional concerns about the build arise from the fact that these results were obtained while using  WMI, something that can easily provide an additional 25 whp or more power.  Also, the RS6-hybrids were stated to be operating at 30 psi of boost pressure.

RS6-hybrids pushing 30 psi of boost with WMI are hitting 450 whp (optimistically) on a generous dyno?  Something here is not adding up.

Here is how the airflow through the XS Power SMIC’s compared to some other products:

XS Power Intercooler Airflow

The key point is that compared to the more popular SRM product the XS Power side mount flows approximately one half the amount of air at a test condition of 28″ of H2O.

With regard to the statement about the other brand IC’s seeing a 50 whp drop on subsequent dyno pulls, when watching this video (8:05-8:45) of the other car being dyno’d it is clear that there are no fans providing airflow to the intercoolers.  This is a bad practice as the car is equipped with IC’s (cross flow heat exchangers) that require airflow to perform their function.  It is no surprise that the ER and AWE intercoolers suffered dramatically from heatsoak in the absence of airflow.


There are no facts available to support a claim that XS Power intercoolers are adequate for supporting a build with a goal of 500 whp.

There are no credible facts to support a claim that XS Power intercoolers along with WMI can perform as well as better performing aftermarket intercoolers available for the B5 S4.

Based on measured results of how poorly the XS Power SMIC’s perform compared to other aftermarket IC’s, and the fact that an RS6-hybrid powered S4 with WMI and pushing 30 psi of boost was optimistically reaching 450 whp, does not bode well for the XS Power SMIC being up to the task of supporting 500 whp.

Additionally, conversations I have had with shops such as AMD and EPL has given me the impression that when they see a car build shooting for high power the importance of having a high flowing intercooler grows.

New Turbo Project

I picked up a set of used FrankenTurbo F4H’s that are in need of a rebuild so I’m going to have a different center section installed.

FrankenTurbo F4H-BT Turbocharger
FrankenTurbo F4H-BT Turbocharger

Before refurbishing them I am going to have the turbine housings coated with the Swaintech White Lightning ceramic coating so I’ve started to disassemble the turbochargers.

FrankenTurbo F4H Center Housing
FrankenTurbo F4H Center Housing

The turbine housings will be sent off alone, saving a few bucks on shipping, and making it easier to coat them without the rest of the turbocharger.

FrankenTurbo F4H-BT Turbocharger Turbine Housing
FrankenTurbo F4H-BT Turbocharger Turbine Housing