look around , someone might still have them in stock . i think D'Agostino racing sells LDC
which type of head cooling mod is best?
- Thread starter wldtang
- Start date
look around , someone might still have them in stock . i think D'Agostino racing sells LDC
Too late, I called them a couple days ago, out of stock.
I went with the evenflow since I was dropping on a Kenne Bell! I am not sure how much it helped but for $130 bucks from Amazon :rockon: why the heck not 
Just throwing this out there.. I had a slight "tapping" from the drivers side, that you could hear from the wheel well, very light though...
I was a quart low on oil...
After an oil change and 6 qts. the tapping is gone...
I use Mobil 1 5w30 full synth.
I believe you can but the question becomes why? If you are dead set on getting on go with the even flow. I would waste your money on a second kit. Then again I wouldnt waste my money on either but thats my opinion
In our experience customers have always chosen either one kit or the other and have been satisfied. The biggest difference has always been where you are in your modifications. Up top with blower mods or in the back with trans/clutch mods.
Anyone who is really concerned about maximum cooling in harsh applications such as road racing is usually going with full on Evans cooling SYSTEM modifications or similar and completly re-pouting the stock cooling system to do so.
Anyone who is really concerned about maximum cooling in harsh applications such as road racing is usually going with full on Evans cooling SYSTEM modifications or similar and completly re-pouting the stock cooling system to do so.
we recommend the Even Flow exclusively for installs in the shop..and our mail order customers who are doing the install themselves..
Even Flow is just awesome to work with.. Don's technical knowledge about vehicles and his willingness to go to whateven length is necessary to deal with customer concerns is truely impressive..he has always been very accomodating for any special fabrications that we have asked him to do for us..his product is always readily available
Even Flow is just awesome to work with.. Don's technical knowledge about vehicles and his willingness to go to whateven length is necessary to deal with customer concerns is truely impressive..he has always been very accomodating for any special fabrications that we have asked him to do for us..his product is always readily available
from this page:
http://www.socalterminators.com/ldc/index.html
On the '03/'04 Cobras, only the cylinders on the passenger's side head have an outlet for coolant to exit from the head. The coolant that exits goes on to the heater core. There have been numerous failures reported of the rear two pistons on the driver's side (cylinders #7 and #8) on modified Cobra's. One of the most viable theories for these failures is related to the lack of an exit for coolant on the driver's side head. This theory is that coolant more or less gets stuck in a pocket at the back of the driver's side cylinder head and this causes localized overheating at the #7 and #8 cylinders. A probable cure for this problem is to modify the cooling system so that coolant can exit the driver's side cylinder head and join the coolant flow leaving the passenger side head on it's way to the heater core and then on to the radiator.
Example of an undamaged #3 piston (on left) next to a damaged #7 piston (right)
from the same engine.
The flow of a fluid into any passage cannot be more than the outflow of the design will allow from that passage. Imagine the cardboard roll of any paper towel after the paper is used up. Hold the tube out of a car window at 60 mph, pointed in the direction of travel. Now, pinch down the exit end of the tube so that it's closed. How much air will flow through the tube? Virtually none. Open the outlet to the full diameter and air will flow through the tube like gangbusters. Same idea here, increase flow out of the head and you increase flow of cooled water into the head, and eliminate the pocket of swirling, hot coolant at the back of the head.
Oh man, you are bringing back bad memories, those were my pistons in that pic. So far I've had 2 engine rebuilds because I melted the #7 and #8 pistons TWICE.
Both times were during high speed runs in 5th and 6th gear (I was setting up the car for the Silver State Classic run).
The first time I melted the pistons was with a ported Eaton with a 2.80 pulley, full Bassani exhaust, tune, CAI.
The second time I melted the pistons I had a Whipple @17psi, GordsFord HE, larger Vortech coolant resevior, and the Apten Cooling mod (same thing as LDC) and JE forged pistons. Once again, running hard in 5th and 6th gear caused my rings to melt and fuse to my pistons. All the other pistons showed no signs of heat damage, only 7 and 8.
I've run the car hard many times in 1st - 4th gear and never had any problems. I honestly think the only heating probs occur after running hard in 5th and 6th (lots more stress on the motor at those speeds). I still have the Apten for peace of mind with my turbo set-up, but I will never run hard in 5th and 6th again. I think our motors are fine when run hard in the first 4 gears.
How often do you use that 700 RWHP? How often do you do WOT pulls through a few gears? If you're not winding out 4th or 5th gear you probably won't have any problems with the stock cooling design. It seems that all these failures are cause by prolonged operation in high load / speed / high boost.
Think about it, the piston to wall clearance is ~.001 - that is extremely tight -and the piston material expands quicker than the cylinder walls. It just makes sense that #7 and 8 are damaged more frequently due to the lack of cooling ability in that head.
If the cause of the failures was the tune, you would see evidence of that on all of the pistons.
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We have recently updated our website with the information on the newer Generation 2 head fittings that use an O-Ring seal and a retaining plate. These newer fittings can be installed without removing the supercharger on 03-04 Cobras.
The fitting is tapped with a 1/2" NPT thread which now allows it to be adapted into the AN realm, allowing a multitude of hosing options, such as stainless steel braided.
We anticipate having the newer kits out to our distributors by early December.
We also have finalized our dual head Mercury Marauder kit, which is now available for N/A and Centrigual Supercharged Marauders.
The fitting is tapped with a 1/2" NPT thread which now allows it to be adapted into the AN realm, allowing a multitude of hosing options, such as stainless steel braided.
We anticipate having the newer kits out to our distributors by early December.
We also have finalized our dual head Mercury Marauder kit, which is now available for N/A and Centrigual Supercharged Marauders.
Ok, I want to see more info on this kit since the LDC is out of the equation.
ditto. I'm ready to order a gen 2 if I can get some more info and some pics would be nice too.
LDC isn't out of the game, just reorganizing.
Check with Derek at D'Agostino Racing for more info.
Dan
Check with Derek at D'Agostino Racing for more info.
Dan
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01cobravortech
Banned
BigBadWolff66 I was just wondering if the Gen 2 head fitting was engineered because of any issues witht he Gen 1 fitting? I have your Gen 1 fitting in my Cobra and naturally I was curious.
03cobramanIII
Banned
can you still get the LDC kit?
The cooling mod can be ordered through D'Agostino Racing.
That is good to hear... :beer:
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