Fordnatics List Archive

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Mail From: (email redacted) (Scott Griffith, Sun Microsystems Lumpyware)

On Apr 11, Dave Zeckhausen <(email redacted)> wrote:

> I have been unable to acquire one of the 1993 Cobra-R oil coolers from
> Ford SVO. This is the huge oil cooler which sits between the fog light
> openings. Does anyone out there have one for sale or know where I can get
> one? If I can't get one period, can some of you racers give me advice for
> the best brand, size, mounting location, etc. for a different oil cooler?
> This is going into a 1990 GT which will be a dual use (street / road racing)
> car. Don't worry, I plan on using AN fittings and steel braided lines!

After screwing around with a wide variety of oil-air heat exchangers
over the years, I think that I've finally come up with the ideal
solution to this problem. I now run an oil-water heat exchanger
instead.

Nowadays, I run a custom radiator from Griffin Racing Radiators (no
relation! 800 722 3723). They have a very clever 2-row (1" tubes.
3.5" core thickness) aluminum high fin count radiator that has a high
quality 9-row multiplate oil cooler mounted *inside the cold-side
(Driver's side) tank*, where the ATF cooler used to live. It comes
with 10AN fittings, with the oil cooler pressure-tested to 200psi, and
is ready to go. This radiator is a perfect drop-in for the '79-93
cars, and fits the stock bracketry like a champ. The part number is,
and I quote, "Part number 418301 with 2 3/4" oil cooler added in left
hand tank."

Using this built-in heat exchanger for my engine oil, that big
aluminum core handles the entire heat load from the coolant and the
oil with ease. Mine was a custom build, but this item is now a stock
item from Griffin, and it'll cost you $408, delivered. But mine has
already paid for itself several times over.

In my '86 5.0L, as the end of a 20-minute session (roadracing use) on
a 90degF day, I used to see coolant temps of around 235degF with a
21psi coolant cap, and my old inexpensive 3-row copper/brass Fairmont
radiator. Oil temps peaked at around 310-320degF right at the
checker, but this is after climbing at a more or less consistent rate
throughout a session. I'm sure that a half-hour session at Willow
Springs on a 105degF day would have resulted in oil temps up around
330-340degF, and that was with my best effort oil/air heat exchanger
(a 15-row Mocal with good ducting). I don't really want to think what
kind of temps I probably used to get *before* I installed that cooler.
I installed my good, calibrated instrumentation at the same time, so
I'll never know.

Now, running the Griffin radiator with the oil-water heat exchanger
built into the cold tank, I *never* seer coolant temps above 210degF,
or oil temps above 230degF. I'm a great deal happier about the
engine's longevity under the abusive conditions that I expose it to
nowadays.

It's a right bitch to get decent airflow, even with well-designed
ducting, to a separate air-oil heat exchanger. But it's easy to shove
all the heat load into a good radiator and handle it well. This also
tremendously simplifies the plumbing, both in terms of total length
and complexity, since it removes any need for an oil cooler thermostat
for semi-street use. I'd *definitely* vote for this solution over a
separate cooler. But your mileage may vary...

-skod

- --
Scott Griffith, Sun Microsystems Lumpyware
Nor Cal SAAC/Green Flag Driving Association driving instructor
(and driver, of anything that turns both right and left,
and can pass tech...) Return Path : (email redacted)