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Discussion in '2013-14 Shelby GT500' started by rwleonard, Jan 9, 2018.
No heat problems here and I make pretty good power.
Of course, it's just an old 3V.....
While it looks good, it's been in development a long time. Spring 2016 was almost two years ago.
I’d be one of the first to plunk down the ole fantastic plastic for one if it ever comes to fruition
I'm also running billet tanks (from Van), and agree with Ohio Snake, that they're primarily cosmetic. In my experience, the Intercooler tank was marginally larger than OEM (by about a pint), and the main coolant tank was about the same capacity as OEM.
I went to the DOB facebook page and asked if the GT500 cooling upgrades were going to make it to market. The reply was, "Soon."
I've run my 14 in OT sessions in Texas in March. These were 20 minute sessions. Temps were in the lower 80s. I am basically stock on the motor, blower, pulley, etc. Never had a problem with pulling power I could determine. I did have the clutch get soft one session in the early afternoon. Otherwise, ran great.
Also, I do NOT have track pack coolers.
To be clear, is the C&R radiator an upgraded unit for the '13-'14 model years?
Appears to be:
http://www.shelbystore.com/Shelby-GT500-Extreme-Duty-Radiator-p/cr-gt5-cpr001b.htmrs to be:
Yeah, I have seen that and my take was that the application was correct but I am still unsure if it has better cooling capacity than the OEM unit.
Do you track your car? I’m more interested in HPDE than the strip.
Would a larger inter cooler coolant reservoir help OP to assist keeping blower temps down at not that much of an expense ?
The 2013/14 radiator fan shroud assy. is also a nice plug-n-play upgrade to the 2007-2012, it provides a larger diameter fan and trap doors in the lower shroud area, both of which allow for better air flow through the H/E and radiator itself.......But even the Ford cooling system upgrades that are assy. line production on the 2013/14 GT500 are for cars at a 662hp level, once a car gets into the 725, 750+hp levels and even larger blowers 2.8, 2.9, 3.4, 3.6, I would guess that the oem 2013/14 cooling upgrades would also need to be examined, as Ford/SVT did from 2012 550 to 2013 662?
It would seem that the air flow through a 2007-2012 I/C would be restricted on a 725/750+ blower car if Ford felt that the I/C air flow needed to be upsized at the 662 TVS level from the previous 550 and even smaller Eaton?
How would I/C air flow restriction below the S/C relate to hp loss and/or heat gain?
I have the C&R in my car and it's got a much thicker core and larger tanks than my OEM radiator. You have to cut the radiator hoses down to install it. When I look at my data logs, it recovers pretty quickly. I never logged it with the old radiator, so I can't compare. I've not been on a road course with it either.
In the Trinity cars a larger IC reservoir wont help with temps. As your hoses are concerned, on the 13-14 Ford had to make a bypass style upper hose due to the massive increase in flow of the trinity IC pump. The main flow of coolant bypasses entering the IC tank.
Installing a Trinity IC pump on my 2011 forced me to make the custom hose right then and there. I was getting aeration of my IC fluid without it as the high flow of the pump slammed the fluid back into the reservoir tank.
By going to the bypass style hose, the IC tank now merely acts as a fill/air purge point and expansion point of the fluid as there is hardly any flow through it. In my write up for 07-12 owners wanting to upgrade to the 13-14 IC pump, I recommended they stick with the stock IC tank to make the dimensions of the hose section easier to cut and assemble.
Any advantage that a larger reservoir of cooler fluid has in the old 07-12 pump styles doesn't hold true for Trinity cars/.